Annual Monitoring Report 2025 - France

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Contextual information

FAB draft revised performance plan currently under assessment

List of ACCs   5

Bordeaux ACC
Brest ACC
Marseille ACC
Paris ACC
Reims ACC

No of airports in the scope of the performance plan

≥80’K     4
<80’K      50

Exchange rate (1 EUR=) 

2022: 1 EUR
2025: 1 EUR

Share of Union-wide traffic (TSUs) 2025  17.0%

Share of Union-wide en route costs 2025  20.1%

Share en route / terminal costs 2025  85% / 15%

En route charging zone(s)

France

Terminal charging zone(s)

France Zone 1
France Zone 2

Main ANSP 

• DSNA

Other ANSPs 

–

MET Providers 

• Météo France

Traffic (En route traffic zone)

  • France recorded 3,597K actual IFR movements in 2025, +4.5% compared to 2024 (3,443K).

  • Actual 2025 IFR movements were +3.3% above the plan (3,482K).

  • Actual 2025 IFR movements were +6.7% above the actual 2019 level (3,372K).


  • France recorded 23,558K actual service units in 2025, +3.6% compared to 2024 (22,735K).

  • Actual 2025 service units were +3.2% above the plan (22,827K).

  • Actual 2025 service units are +8.2% above the actual 2019 level (21,782K).

Safety (Main ANSP)

  • In 2025, DSNA did not meet the planned maturity levels set out in its performance plan for any of the components of the EoSM.

  • In more detail, DSNA scored A in all management objectives. Significant improvements are needed from DSNA to reach the EoSM targets by the end of RP4.

  • The rate of runway incursions (RI) was 1.73 at airport level, lower than the Union-wide average, but slightly higher than the rate of RIs in 2024. The rate of RIs with ANS contribution was 0.69, lower than the Union-wide average, and stable rate compared to 2024.

  • The rate of separation minima infringements (SMIs) at State level was 17.54, and at ANSP level 14.16. Both indicators were significantly above the Union-wide average. Compared to 2024, rate of SMI has increased slightly at State level and decreased slightly at ANSP level.

Environment (Member State)

  • France registered a KEA performance of 3.31%. Their local breakdown value of 2.87% was not achieved. The performance of France contributed to FABEC not achieving the local target of 2.89% and, therefore, France did not contribute positively to Union-wide performance. The NSA states the main reasons for not meeting the target is the high traffic levels, ATFM delays during the Summer and traffic volatility. Remedial measures to improve KEA focus on increasing capacity and implementing the projects listed in the ERNIP.

  • Both KEP and KES remained stable in comparison with 2024 with only a minor degradation in both indicators.

  • VFE of the actual en route trajectory was at 79.4%, which was better than the average Union-wide performance.

  • The average time in level flight during descent and climb were both stable compared to 2024, with minor variations in performance compared to 2024.

  • Additional taxi-out time was 3.7 min/flight which deteriorated from 3.32 min/flight in 2024, and additional taxi-in time was 1.89 min/flight which deteriorated marginally compared to 1.83 min/flight in 2024.

  • Additional time in the arrival sequencing and metering area deteriorated to 2.84 min/flight from 2.7 min/flight in 2024.

  • Additional taxi out time data for Marseille airport has not been reported for 2025 despite being subject to monitoring as per the Regulation.

Capacity (Member State)


  • France registered 1.90 minutes of average en route ATFM delay per flight during 2025, which has been adjusted to 1.89 during the post-ops adjustment process, thus not achieving the local target value of 0.44. Delays in France increased by 0.50 minutes per flight year-on-year.

  • Delays were highest in July, with significant delays also recorded in May, June, August and September, mostly driven by ATC capacity and staffing as well as weather and disruptions.

  • The share of delayed flights with delays longer than 15 minutes in France decreased by -1 percentage points compared to 2024 and was lower than 2019 values.

  • Overall, the 2025 actual number of ATCOs in OPS across the five French ACCs was 1,379, which was 6% above the planned level (i.e. 1,299) by. The increase in the number of ATCOs, compared to the plan, was shared across all ACCs, with Bordeaux ACC being 12 FTE above the plan, Brest ACC 7 FTE, Marseille ACC 35 FTE, Paris ACC 21 FTE and Reims ACC 5 FTE.

  • The yearly total number of sector opening hours in France in 2025 was 380,264, -12% below the total sector opening hours recorded in 2024. Brest and Marseille ACCs were the main contributors to this reduction (-29% and -17% respectively). Paris, Bordeaux and Reims ACCs recorded a number of sector opening hours only slightly lower than 2024 (-3%, -2% and -1% respectively).

  • Brest and Reims ACCs recorded the highest ratio of IFR movements per sector opening hour in France in 2025, at 18.95 and 16.56 movements per sector opening hour respectively. Bordeaux, Marseille and Paris ACCs registered similar levels of IFR movements per sector opening hour, at 13.66, 13.44 and 13.69 respectively. In relative terms, IFR movements per sector opening hour increased significantly year-on-year for Brest and Marseille (+48% and +25%), while for the other three ACCs these remained relatively stable.

  • France registered an average airport arrival ATFM delay of 1.02 minutes per flight in 2025, thus not achieving the local target of 0.65 minutes. Compared to 2024, average arrival ATFM delays in France were 0.39 minutes per flight higher in 2025.

  • The main drivers of delays were ATC capacity, accounting for 0.33 of the total delays, and weather, responsible for 0.30.

Cost-efficiency (En route/Terminal charging zone(s))




  • The en route 2025 actual unit cost of France was 61.90€2022, -0.9% lower than the determined unit cost (62.46€2022). The terminal zone 1 2025 actual unit cost was 102.08€2022, +3.8% higher than the determined unit cost (98.30€2022), while the terminal zone 2 2025 actual unit cost was 389.76€2022, +2.9% higher than the determined unit cost (378.63€2022).

  • The en route 2025 actual service units (23.6M) were +3.2% higher than the determined service units (22.8M).

  • The en route 2025 actual total costs were +32.5M€2022 (+2.3%) higher than determined. The higher costs are mainly driven by higher other operating costs (+18.2M€2022, or +6.0%) and depreciation (+17.9M€2022, or +11.7%) for DSNA. The NSA explains that these increases reflect higher costs for maintaining legacy systems due to higher inflation, rising costs of investments, and the catch-up of delayed RP3 amortisation.

  • DSNA spent 237.8M€2022 in 2025 related to costs of investments for both en route and terminal charging zones, +4.0% more than determined (228.5M€2022). According to the NSA, this increase is mainly due to the catch-up of delayed RP3 amortisation.

  • The en route actual unit cost incurred by users in 2025 was 65.74€ (-2.5% below the 2025 DUC). The terminal actual unit cost incurred by users was 187.70€ (+76.6% above the 2025 DUC) for the terminal zone 1, and 221.13€ (-46.4% below the 2025 DUC) for the terminal zone 2. The difference between the AUCU and the DUC for the terminal charging zones is mainly driven by cross-financing.