Annual Monitoring Report 2025 - Ireland

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Contextual information

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

List of ACCs   2

Shannon ACC
Dublin ACC


No of airports in the scope of the performance plan

≥80’K     1
<80’K      2

Exchange rate (1 EUR=) 

2022: 1 EUR
2025: 1 EUR

Share of Union-wide traffic (TSUs) 2025  3.7%

Share of Union-wide en route costs 2025  1.9%

Share en route / terminal costs 2025  81% / 19%

En route charging zone(s)

Ireland

Terminal charging zone(s)

Ireland

Main ANSP 

• AirNav Ireland

Other ANSPs 

–

MET Providers 

• Met Eireann Aviation Services Division (ASD)

Traffic (En route traffic zone)

  • Ireland recorded 708K actual IFR movements in 2025, +4.3% compared to 2024 (679K).

  • Actual 2025 IFR movements were -2.1% below the plan (723K).

  • Actual 2025 IFR movements were +9.6% above the actual 2019 level (647K).


  • Ireland recorded 5,168K actual service units in 2025, +3.6% compared to 2024 (4,988K).

  • Actual 2025 service units were in line with the plan (5,175K).

  • Actual 2025 service units are +11.4% above the actual 2019 level (4,641K).

Safety (Main ANSP)

  • In 2025, AirNav Ireland 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 0.29 and equal to the RIs with ANS contribution, with both indicators below the Union-wide average. The rate of RIs has decreased significantly compared to 2024 at both indicators.

  • The rate of separation minima infringements (SMIs) at State level was 1.43, and at ANSP level 1.15. Both indicators were below the Union-wide average. The rate of SMIs has decreased compared to 2024 at both indicators.

Environment (Member State)

  • Ireland registered a KEA performance of 1.63%. Their target of 1.42% was not achieved and Ireland did not contribute positively to Union-wide performance. The NSA states the main reasons for not meeting the target are changes outside of the control of AirNav Ireland. The changes include free route airspace implementation in the London FIR, changes in flight planning behaviour and traffic levels in the north Atlantic and the inclusion of Reykjavik FIR within the Eurocontrol reference area.

  • Both KEP and KES degraded in comparison to 2024.

  • VFE of the actual en route trajectory was 80.77%, which was better than the average Union-wide performance.

  • The average time in level flight during descent deteriorated and during climb was stable compared to 2024.

  • Additional taxi-out time and taxi in time were stable in 2025 compared to 2024.

  • Additional time in the arrival sequencing and metering area deteriorated to 3.98 min/flight from 3.46 min/flight in 2024.

Capacity (Member State)


  • Ireland registered 0.01 minutes of average en route ATFM delay per flight during 2025, which remained 0.01 after the post-ops adjustment process, thus achieving the local target value of 0.03. Delays in Ireland increased by 0.01 minutes per flight year-on-year.

  • The share of delayed flights with delays longer than 15 minutes in Ireland increased by 10 percentage points compared to 2024 but was lower than 2019 values.

  • The actual number of ATCOs in OPS was 240 FTEs, -15 FTEs below the planned level (255 FTEs).

  • The yearly total of sector opening hours in Dublin ACC was 21,841, while in Shannon ACC these was 42,354. Both ACCs showed a -1% reduction compared to the sector opening hours in 2024

  • Dublin and Shannon ACC registered some 12 IFR movements per sector opening hour in 2025, 6% above the 2024 level.

  • Ireland registered an average airport arrival ATFM delay of 0.28 minutes per flight in 2025, thus not achieving the local target of 0.2 minutes. Compared to 2024, average arrival ATFM delays in Ireland were -0.04 minutes per flight lower in 2025.

  • The main drivers of delays were weather, accounting for 0.20 of the total delays, and other non-ATC causes, responsible for 0.08.

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



  • The en route 2025 actual unit cost of Ireland was 26.64€2022, -6.5% lower than the determined unit cost (28.49€2022). The terminal 2025 actual unit cost was 151.50€2022, -1.9% lower than the determined unit cost (154.47€2022).

  • The en route 2025 actual service units (5.2M) were in line with the determined service units (5.2M).

  • The en route 2025 actual total costs were -9.8M€2022 (-6.6%) lower than determined, with all cost categories registering lower-than-planned costs, except exceptional items. This decrease is mainly driven by the costs of AirNav Ireland. The largest difference for AirNav Ireland was in staff costs (-4.0M€2022, or -5.2%). The NSA attributed this decrease to the timing of recruitment and the 2025 pension in payment.

  • A deviation from the criteria to achieve capacity targets was considered justified for Ireland. Actual costs for the measures necessary to achieve those targets were lower than determined (-5.4M€2022, or -41.9%), mainly due to lower staff costs (-4.7M€2022, or -51.8%) than planned.

  • AirNav Ireland spent 16.3M€2022 in 2025 related to costs of investments for both en route and terminal charging zones, -19.4% less than determined (20.2M€2022). According to the NSA, this reduction is due to delays in project completions reflecting a shortfall in technical and operational resources.

  • The en route actual unit cost incurred by users in 2025 was 28.89€ (-5.2% below the 2025 DUC), while the terminal actual unit cost incurred by users was 156.54€ (-4.3% below the 2025 DUC). The difference between the AUCU and the DUC is mainly driven by the investment costs in cost exempt from cost sharing for both terminal and en route charging zones, as well as financial incentives for the en route charging zone.