Capacity - Hungary – PRB Annual Monitoring Report

Capacity - Hungary

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PRB monitoring

Hungary registered 0.55 minutes of average en route ATFM delay per flight during 2025, which has been adjusted to 0.58 during the post-ops adjustment process, thus achieving the local target value of 0.85. Delays in Hungary decreased by -2.17 minutes per flight year-on-year.
Delays were highest in July, August and September, driven by a combination of ATC capacity, weather and other non-ATC causes.
The share of delayed flights with delays longer than 15 minutes in Hungary decreased by -9 percentage points compared to 2024.
The number of ATCOs in OPS was 117 being below the 2025 plan in Budapest ACC by -14 FTE.
The yearly total of sector opening hours in Budapest ACC was 36,288, showing a 4% increase compared to 2024.
Budapest ACC registered 31.83 IFR movements per sector opening hour in 2025, an increase of 5%.
Hungary registered an average airport arrival ATFM delay of 0.04 minutes per flight in 2025, thus achieving the local target of 0.1 minutes. Compared to 2024, average arrival ATFM delays in Hungary were 0.04 minutes per flight higher in 2025.

En route performance

En route ATFM delay (KPI#1)

Focus on en route ATFM delay

En route ATFM delay

Hungary had 1,198k flights in 2025, up from 1,100k flights in 2024.
HungaroControl applied en route ATFM regulations resulting in 660k minutes of delay, a significant reduction from the 2,895k minutes in 2024.
As part of the strategic traffic re-orientation programme (S25/NTDM) operated by the Network Manager, there were 46k minutes of en route ATFM delay reattributed to HungaroControl (plus 5k re-attributed to the KFOR sectors which fall outside the SES performance scheme); 36k minutes of delay originating in Budapest ACC were re-attributed to other ANSPs.
Under the auspices of the Route Network (RN) Scenarios during Capacity & Weather Based Operations between June and September 2025, an additional 16k minutes of en route ATFM delay were re-attributed to HungaroControl – with <1k minutes of delay originating in Budapest ACC, being re-attributed to other ANSPs.
When the above post-operations re-attributions are factored in, the total en route delay for HungaroControl in 2025 was 695k minutes in 2025 down from 3,014k minutes in 2024.

Regarding the reasons and circumstances resulting in the achieved level of actual performance of the en route ATFM delay per flight KPI, the NSA reports: “During preparations for the 2025 summer season, HungaroControl implemented the following significant measures:

1. To increase the number of ATCOs, foreign ATCOs were recruited starting in autumn 2024 for the KFOR sector.

2. The training of these ATCOs was successfully completed in June 2025, resulting in a significant increase in ATCO resources in the LHCC sectors.

3. Office-based staff, holding ATCO licenses were required to perform daily operational ATCO duties.

4. A new early-morning shift was introduced to handle traffic more efficiently—particularly traffic arriving from outside the NM area—thereby reducing delays in the first rotation of traffic.

5. Additional personnel were called in for daytime and weekend peak periods.

6. To improve the accuracy of adverse weather forecasting and support more effective supervisory decision-making, a meteorologist was permanently assigned to the Budapest ACC operations room.

7. Instead of pre-tactical ATFM restrictions, a tactical restriction scheme aligned with actual traffic development was applied.

8. The sector capacity values were reviewed.

9.The traffic flows were redesigned in order to better use available ACC sectors capacity.

These measures proved to be highly effective and resulted in a significant reduction in delays attributable to Budapest ACC, both in nominal terms and in terms of delay per flight.”

Regarding follow up of the remedial measures indicated in the previous monitoring report(s), the NSA reports: “All planned measures were implemented on time and with the planned efficiency.”

En route capacity incentive scheme

The Hungarian NSA reports neither a financial penalty, nor financial bonus, for HungaroControl because of the 2025 performance.

The local incentive target for en route ATFM delays, due to CRSTMP causes only, was set at 0.1717 mins/flight, with a deadband range between 0.129 – 0.215 mins/flight. The NSA reports an achieved performance of 0.1536 mins/flight using the data from the ansperformance.eu dashboard.

[NB The attribution of original delay causes on the ansperformance.eu dashboard is unverified]

En route performance indicators at ACC level (PI#4-5)

Focus en route performance indicators at ACC level

Percentage of total en route ATFM delay that occurred on days when the daily throughput was above the expected daily traffic

As background information on actual performance, the NSA reports: “Since this is a new PI, it is not yet possible to say whether the performance in the first year of RP4 is adequate for this purpose or not.”

Annual weighted average of the daily peak throughput

Other en route information

Focus on other en route information

ATCOs in operations

As additional comments to ATCOs in the scope of the performance scheme, the NSA reports: “ACC: Hungary provides ATC services in LHCC and in the KFOR sector. When the performance plan had been prepared, the agreed reporting/planning methodology regarding ACC ATCOs was that the total cost shall be reported in the Hungarian ENR cost-base and subsequently the KFOR-related costs are returned to users (as other revenues). At the same time actual costs will be covered through the KFOR cost-base (as part of the common charging zone with Serbia and Montenegro). In the past only Hungarian ACC ATCOs were planned and cca 9% of these resources was normally deployed in the KFOR sector. Based on the 2025 planned ACC ATCO number that would mean 12 FTEs in the KFOR sector with dual licence. 100% of the ATCO FTEs were reported in the Hungarian Performance Plan. However, as of 2025, HungaroControl started to train and licence foreign ATCOs in the KFOR sector whose costs are directly covered and reported through the Serbia/Montenegro/KFOR cost-base. Therefore, we will not report their FTEs here either as they are not in the scope of the performance plan.

The actual and planned ATCO numbers differ by 13,6 FTEs in the ACC. Additional information to the analysis of the plan vs actual difference is the number of foreign ATCO FTEs employed in the KFOR sector: 12 FTEs. The ATCO availability of the Hungarian ACC ATCOs that were freed up by the new foreign ATCOs in the KFOR sector was ultimately utilized in the Budapest ACC. This was instrumental to achieve the capacity level we had committed to in the performance plan for 2025. We met the 2025 capacity requirements partly through this measure and largely through the efficient utilization of other internal company resources.

APP: The 1,8 FTE shortfall in APP is manageable.

TWR: The 6,5 FTE shortfall in TWR is a result of unplanned leaves and losses of licences. The ANSP detected the problem and allocated resources into the training.”

“The difference between the planned FTE and the actual FTE adds up from three sources: the actual 2024 closing FTE was already 1,6 lower than the estimate in the plan. The number of new ATCOs was 8 FTEs lower (due to a low success rate). Also the unplanned leave was 7 instead of 3. The total difference is -13,6 FTEs. However, this shortage did not result inan operational or capacity problem, as we have made up for the shortage in another way: we have trained 12 foreign ATCOs who work exclusively in the KFOR sector. In the performance plan though, since ATCO mobility initiatives had not been finalized at the time of the drafting of the plan, we only planned with the 2 Lithuanian colleagues who had already been recruited at that time and planned with an ATCO mobility cost in OPEX (as part of the additional capacity building) with the committment that any savings we will reimburse to users.”

Regarding the training process, including details on the effective failure rate and the process used to allocate newly qualified ATCOs between ACC, APP and TWR positions, the NSA reports: “Experience from previous years has clearly shown that smaller training groups provide a more effective learning environment. As a result, from 2025 onwards, a parallel training system has been introduced, under which initial training courses start twice a year, in January and September. This approach allows for an increase of an additional 8–8 students per year for ACC and TWR positions. Accordingly, we began training fewer students than planned for 2025.

In 2025, an ACC training course also began for an additional five foreign controllers —already holding ATCO licenses—beyond the planned number, further strengthening available capacity.

The current success rate is lower than planned. The primary reason for this is that some students encounter capacity limitations during the training process. Hungarian airspace is highly congested and complex, and only candidates with exceptional competencies are able to successfully complete the training. Although the required competencies are assessed during the selection process, their true limits often only become clear during training.

The number of ATCO trainees at year-end is significantly lower than planned, because the number of trainees completing the training was unexpectedly low due to low success rate and also those who entered the training programme was lower than the plan due to the above mentioned paralel training system that was introduced in 2025. In 2026, this latter factor will not have an impact on the trainee number.”

Terminal performance

Arrival ATFM delay (KPI#2)

Focus on arrival ATFM delay

Arrival ATFM delay

Average ATFM arrival delay in Hungary was 0.04 min/arr in 2025, the first year of RP4. This is the second lowest in RP4 states and is in line with low Arrival ATFM delay during RP3 years, always below 0.1 min/arr.

The average for RP4 airports subject to monitoring of ATFM Arrival delay across Member States in 2025 was 0.97 min/arr.

Regarding the reasons and circumstances resulting in the achieved level of actual performance of the arrival ATFM delay per flight KPI, the NSA reports: “In 2025, LHBP's traffic was at a record high, still the value of this KPI was better than the planned value. 70% of delays were attributable to Aerodrome capacity, and 30% to weather conditions, neither of them fall within the control of the ANSP.”

Regarding follow up of the remedial measures indicated in the previous monitoring report(s), the NSA reports: “No remedial measures were identified.”

Terminal capacity incentive scheme

In the first year of RP4, with an ATFM arrival delay of 0.04 min/arr, Hungary achieved the national target of 0.1 min/arr. The KPI is beyond the end of the bonus sliding range for the incentive scheme, meaning that the maximum bonus of 1.0% applies. As such, the NSA computes a bonus of HUF 109,462,113.62.

Other terminal performance indicators (PI#1-3)

Airport name	Avg arrival ATFM delay (KPI#2)					Slot adherence (PI#1)
Airport level
Airport name	2025	2026	2027	2028	2029	2025	2026	2027	2028	2029
Budapest	0.04	NA	NA	NA	NA	97.9%	NA	NA	NA	NA

Airport name	ATC pre departure delay (PI#2)					All causes pre departure delay (PI#3)
Airport name	2025	2026	2027	2028	2029	2025	2026	2027	2028	2029
Budapest	0.07	NA	NA	NA	NA	18.8	NA	NA	NA	NA

Focus on other terminal performance indicators

ATFM slot adherence

ATFM slot adherence in 2025 increased to 97.9%, above the 2024 value – last year of RP3 – of 96.6%. With regard to the 2.1% of flights that did not adhere, 0.8% were early and 1.3% were late.

The average for RP4 airports subject to monitoring of ATFM slot adherence across Member States in 2025 was 96.3%.

As background information on actual performance, the NSA reports: “Due to the capacity growth at Budapest ACC, the delays on the first rotation have also reduced, and this contributed to the improvements of ATFM slot adherence, too.”

ATC pre-departure delay

The delay in 2025 was equal to 0.07 min/dep, very close to the value of 2024 – last year of RP3 – of 0.08 min/dep.

The average for RP4 airports subject to monitoring of ATC pre-departure delay across Member States and for which enough data is available in 2025 was 0.74 min/dep.

As background information on actual performance, the NSA reports: “The actual performance in the field of pre-departure delay was slightly better than in 2024, which is also due to the fact that Budapest ACC was able to achieve significant capacity growth on the en-route side.”

All causes pre-departure delay

The delay in 2025 decreased to 18.80 min/dep, lower than the value of 2024 – last year of RP3 – of 24.63 min/dep. This represents a reduction of 24% after the challenges faced in 2024.

The average for RP4 airports subject to monitoring of all causes pre-departure delay across Member States in 2025 was 16.47 min/dep.

As background information on actual performance, the NSA reports: “The actual performance in this respect was better than in 2024, which can be explained mainly by the increase of en-route capacity of Budapest ACC.”