Annual Monitoring Report 2025 - Greece

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Contextual information

National performance plan adopted following Commission Decision (EU) 2025/1064 of 23 April 2026

List of ACCs   2

Athens ACC
Makedonia ACC


No of airports in the scope of the performance plan

≥80’K     1
<80’K      0

Exchange rate (1 EUR=) 

2022: 1 EUR
2025: 1 EUR

Share of Union-wide traffic (TSUs) 2025  5.9%

Share of Union-wide en route costs 2025  2.6%

Share en route / terminal costs 2025  88% / 12%

En route charging zone(s)

Greece

Terminal charging zone(s)

Greece

Main ANSP 

• HASP

Other ANSPs 

–

MET Providers 

• HNMS

Traffic (En route traffic zone)

  • Greece recorded 1,146K actual IFR movements in 2025, +6.6% compared to 2024 (1,075K).

  • Actual 2025 IFR movements were in line with the plan (1,143K).

  • Actual 2025 IFR movements were +29.7% above the actual 2019 level (884K).


  • Greece recorded 8,212K actual service units in 2025, +6.7% compared to 2024 (7,698K).

  • Actual 2025 service units were -0.7% below the plan (8,274K).

  • Actual 2025 service units are +36.8% above the actual 2019 level (6,005K).

Safety (Main ANSP)

  • In 2025, HASP achieved the planned maturity levels set out in its performance plan for all five components of the EoSM.

  • The rate of runway incursions (RI) was 0.69 and equal to the RIs with ANS contribution, with both indicators below the Union-wide average. Compared to 2024, rate of RIs has decreased at both levels.

  • The rate of separation minima infringements (SMIs) at State level was 8.25 and equal to the SMIs at ANSP level. Both indicators were above the Union-wide average. When comparing to 2024, rate of SMIs has decreased at both State and ANSP level.

Environment (Member State)

  • Greece registered a KEA performance of 2.15%. Their target of 2.11% was not achieved and Greece did not contribute positively to Union-wide performance. The NSA states the main reason for not meeting the target can be mainly attributed to factors beyond the ANSPs direct influence, like activation of military areas, weather, and high levels of traffic above STATFOR forecast.

  • KEP and KES remained stable in 2025, with marginal improvements compared to 2024.

  • VFE of the actual trajectory was at 72.39%, which was worse than the Union-wide average.

  • The average time in level flight during descent was stable and during climb degraded marginally.

  • Additional taxi-out time and additional taxi-in time remained stable compared to 2024.

  • Additional time in the arrival sequencing and metering area remained stable at 3.37 min/flight.

Capacity (Member State)


  • Greece registered 0.90 minutes of average en route ATFM delay per flight during 2025, which has been adjusted to 0.89 during the post-ops adjustment process, thus not achieving the local target value of 0.34. Delays in Greece decreased by -0.08 minutes per flight year-on-year.

  • Delays were highest in June and August, mostly driven by ATC staffing.

  • The share of delayed flights with delays longer than 15 minutes in Greece decreased by -5 percentage points compared to 2024 and was lower than 2019 values.

  • The number of ATCOs in OPS in Greece was 177 being below the 2025 plan by -23 FTE.

  • The yearly total of sector opening hours in Athens and Makedonia ACCs was 58,255, showing a 4% increase compared to 2024.

  • Athens and Makedonia ACCs registered 18.84 IFR movements per one sector opening hour in 2025, being 4% above 2024 levels.

  • Greece registered an average airport arrival ATFM delay of 5.46 minutes per flight in 2025, thus not achieving the local target of 1.5 minutes. Compared to 2024, average arrival ATFM delays in Greece were 2.00 minutes per flight higher in 2025.

  • The main drivers of delays were ATC capacity, accounting for 4.94 of the total delays, and other non-ATC causes, responsible for 0.22.

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



  • The en route 2025 actual unit cost of Greece was 22.91€2022, -0.3% lower than the determined unit cost (22.99€2022). The terminal 2025 actual unit cost was 149.54€2022, +1.0% higher than the determined unit cost (148.00€2022).

  • The en route 2025 actual service units (8.2M) were -0.7% lower than the determined service units (8.3M).

  • The en route 2025 actual total costs were -2.1M€2022 (-1.1%) lower than determined. This is mainly due to lower other operating costs for all entities (-2.7M€2022, or -8.1%). The NSA noted that it is mainly due to payments of HASP that were incurred on a cash basis, lower operational, training and travel expenses for MET, and a more efficient utilization of assets by NSA SAR. This was partially compensated by higher staff costs than planned for the NSA SAR (+1.1M€2022, or +37.0%), due to new laws for Hellenic Air Force Staff and Cost Guard.

  • For the timely implementation of the investment plan, the NSA reports that "a decision at ministerial level was taken in collaboration with the Commission and EASA, in order to map an action plan for monitoring the investment plan with reporting every six weeks." However, HASP spent 1.7M€2022 in 2025 related to costs of investments for both en route and terminal charging zones, -12.9% less than determined (2.0M€2022). According to the NSA, this reduction is due to a delay in the implementation of projects expected to be put into operation in 2026 instead of 2025.

  • The en route actual unit cost incurred by users in 2025 was 25.86€ (+3.5% above the 2025 DUC), while the terminal actual unit cost incurred by users was 160.05€ (-1.1% below the 2025 DUC). The difference between the AUCU and the DUC for the en route charging zone is mainly driven by the investment costs in cost exempt from cost sharing.