KEA
In terms of absolute values, there has been a slight degradation with respect to 2024 both in terms of KEA and the KEA corrected (KEA: 1.44% in 2023, 1.40% in 2024, 1.63% in 2025; corrected KEA: 1.42% in 2023, 1.38% in 2024, 1.60% in 2025).
Part of the deterioration in 2025 must be ascribed to the inclusion of Iceland in the reference area. In any case, in 2025 those values mean that Ireland ranks 5th in terms of KEA and 7th in terms of corrected KEA.
In terms of contribution to the overall additional distance in the SES area, the value of Ireland is 0.93% (7th lowest contribution).
Regarding the assessment of the achieved level of actual performance in the environment KPA, the NSA reports: “The KEA performance, as currently measured by EUROCONTROL, deterioriated in 2025 from 1.40% in 2024. We believe that this change in performance was correlated with other changes largely beyond the control of AirNav Ireland. These changes include:
- Implementation of LD1 free route airspace in the London FIR;
- Changes in airline flight‑planning behaviour and traffic levels using NAT airspace, driven by cost optimisation and achieving more efficient trajectories via TANGO and oceanic routings;
- Inclusion of the Reykjavik FIR within the EUROCONTROL measurement and reference area, with consequent methodological effects on achieved distance and KEA calculations.
AirNav Ireland's peer ranking remained in the top quartile among European ANSP performance on KEA (5th best) overall.”
Regarding the implementation of major operational or structural changes during the calendar year impacting performance in this key performance area, the NSA reports: “No. There has been no local structural changes that would impact the KEA score in Irish airspace.”
Regarding progress on the implementation of the measures committed to in the ERNIP, the NSA reports: “Work continued on the Shannon FIR reorganisation. This included the removal of the last remaining routes (which were available for flight planning but not mandatory) and additional controlled airspace introduced at Ireland West airport to protect instrument flight procedures and faciliate CCO/CDO.
Internal changes to a number of Shannon sectors were completed in order to assist the ANSP match sector design to trafic flows.
Work continued on the development of new IFP's and associated changes for the Shannon and Cork CTRs. This area continues to be a work in progress.”
Regarding the identification and analysis by the NSA of the underlying reasons or circumstances having led to the performance target not being achieved, the NSA reports: “Both the Network Manager and AirNav Ireland were asked for assistance to assess of the drivers of KEA performance in Irish airspace. AirNav Ireland commissioned a KEA assessment, which subsequently identified three drivers which were correlated with the change in KEA performance observed in 2025 (highlighted above). The Network Manager corroborated this analysis, in particular airline flight planning, as a key driver in the change of KEA performance in 2025.
Note the Network Manager also advised that all Member State's were assigned a KEA inprovement target, which was capped for States which had already implemented free route airspace, or had limited opportunities to improve KEA performance beyond what was achieved in 2023.”
Regarding recommendations to the ANSP to rectify the situation, the NSA reports: “We expect AirNav Ireland to engage proactively with regulators in future when changes arise that have the potential to affect interdependencies and Ireland’s environmental performance metrics. This includes early notification, assessment of impacts and options, and coordinated engagement with relevant external parties where appropriate.”
Regarding remedial measures that have been / will be taken by the ANSP to rectify the situation, the NSA reports: “We have engaged the European Commission on a number of KEA related methodological queries linked to the expansion of the KEA reference area to include Reykjavik FIR.”
Regarding the follow up of the remedial measures indicated in the previous monitoring report(s), the NSA reports: “A number of elements have been introduced as part of a low Level airspace review. AirNav Ireland also worked with the neighbouring ANSP on a new initiative on the Irish Sea interface. This included changes to some internal sectors and the introduction of a new boundary point (WETFI) on the Ireland UK boundary.”
KEP
Regarding initiatives implemented or planned that will improve this PI and how does the NSA intend on monitoring their effectiveness on performance, the NSA reports: “There is Full Free Route in the Shannon FIR/UIR. The flight plan trajectory is determined by the airspace users’ preferences as a free route airspace (FRA) concept of operations applies within Irish airspace. With the possible exception of some RADS for ATM purposes, inefficiencies in KEP result from factors outside of Irish airspace and therefore, outside of the ANSP’s control.
The ANSP will continue to monitor and review the KEP and factors that may impact the value. The ANSP continues to review RADs with neighbouring ANSPs with a view to identifying possible improvements in horizontal flight efficiency. Work continues on the feasibility of using Dynamic RADs. It is intended to work with NATS in the expansion of Nighttime Fuel Savings Routes in (NTFSR) in 2026. There are no capacity RADs in Irish FRA, the RADs applied are structural to protect adjacent airspace and to force efficient flight profiles, the adjacent ANSP has limited introduction of dynamic RAD (3). It is intended to have a full review of RADS post Summer 26.”
KES
Regarding initiatives implemented or planned that will improve this PI and how does the NSA intend on monitoring their effectiveness on performance, the NSA reports: “The flight plan trajectory within the EISN FIR is determined by the airspace users’ preferences as a free route airspace (FRA) concept of operations applies within Irish airspace. Differences from the shortest constrained trajectory are therefore a result of the trajectory planned by the airspace user. Accordingly, inefficiencies in KES result from factors outside of Irish airspace and therefore, outside of the ANSP’s control.
The Low Level airspace review continued with the following completed and ongoing:
1. The removal of the last remaining routes (which were available for flight planning but not mandatory)
2. Additional controlled airspace introduced at Ireland West airport to protect instrument flight procedures and faciliate CCO/CDO
Work continued on the development of new IFP's and associated changes for the Shannon and Cork CTRs. This area continues to be a work in progress.”
Vertical flight efficiency
Regarding initiatives implemented or planned that will improve this PI and how does the NSA intend on monitoring their effectiveness on performance, the NSA reports: “AirNav Ireland will continue to monitor this PI, however adjacent ANSP requirements does create limitations.
It should be noted a FRA concept of operations applies in Irish airspace so the vertical profile of actual en-route trajectories is dependent on the levels planned by the airspace users, the cleared oceanic flight levels (cleared levels are provided by the UK’s Prestwick Oceanic Control Centre) and any level restrictions placed on trajectories by neighbouring ANSPs.”