Annual Monitoring Report 2025 - Italy

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Contextual information

National performance plan adopted following Commission Decision (EU) 2025/1058 of 19 May 2025

List of ACCs   4

Brindisi ACC
Milano ACC
Padova ACC
Rome ACC

No of airports in the scope of the performance plan

≥80’K     4
<80’K      45

Exchange rate (1 EUR=) 

2022: 1 EUR
2025: 1 EUR

Share of Union-wide traffic (TSUs) 2025  9.0%

Share of Union-wide en route costs 2025  9.4%

Share en route / terminal costs 2025  76% / 24%

En route charging zone(s)

Italy

Terminal charging zone(s)

Italy Zone 1
Italy Zone 2

Main ANSP 

• ENAV

Other ANSPs 

• ITAF

MET Providers 

–

Traffic (En route traffic zone)

  • Italy recorded 2,298K actual IFR movements in 2025, +6.2% compared to 2024 (2,164K).

  • Actual 2025 IFR movements were in line with the plan (2,301K).

  • Actual 2025 IFR movements were +17.1% above the actual 2019 level (1,962K).


  • Italy recorded 12,425K actual service units in 2025, +5.9% compared to 2024 (11,733K).

  • Actual 2025 service units were in line with the plan (12,456K).

  • Actual 2025 service units are +23.7% above the actual 2019 level (10,046K).

Safety (Main ANSP)

  • In 2025, ENAV achieved the planned maturity levels set out in its performance plan for all five components of the EoSM. In more detail, ENAV exceeded the planned maturity level in the area of Safety Culture.

  • Italy has not submitted the EoSM questionnaire of ITAF.

  • The rate of runway incursions (RI) was 3.23 at airport level, higher than the Union-wide average, and higher than the rate of RIs in 2024. The rate of RIs with ANS contribution was 0.98, just above the Union-wide average, and higher compared to 2024.

  • The rate of separation minima infringements (SMIs) at State level was 19.41, and at ANSP level 8.66. Both indicators were above the Union-wide average. Compared to 2024, rate of SMIs has increased at both State level and ANSP level.

Environment (Member State)

  • Italy registered a KEA performance of 3.03%. Their target of 2.75% was not achieved and Italy did not contribute positively to Union-wide performance. The NSA states the main reason for not meeting the target is due to the mismatch between the target’s expectation and the measured output by the PRU. The mismatch has already been demonstrated to the NM and the PRU.

  • KEP and KES remained stable in comparison with 2024.

  • VFE of the actual trajectory was at 73.53%, which was below the union-wide performance.

  • The average time in level flight during descent remained stable and during climb marginally improved.

  • Additional taxi-out time was 5.26 min/flight which improved compared to 2024, and additional taxi-in time was 2.45 min/flight which deteriorated compared to 2.32 min/flight in 2024.

  • Additional time in the arrival sequencing and metering area remained stable in 2025.

Capacity (Member State)


  • Italy registered 0.08 minutes of average en route ATFM delay per flight during 2025, which has been adjusted to 0.07 during the post-ops adjustment process, thus achieving the local target value of 0.28. Delays in Italy decreased by -0.65 minutes per flight year-on-year.

  • Delays were highest in June, July and August, mostly driven by weather.

  • The share of delayed flights with delays longer than 15 minutes in Italy increased by 17 percentage points compared to 2024.

  • The actual number of ATCOs in OPS in Italy was 918 FTEs, -2.5% or -24 FTEs below the planned level. The actual number of ATCOs in OPS was in line with the planned number for Brindisi and Rome ACCs (82 FTE and 328 FTE respectively). At Milano ACC, the actual number of ATCO FTEs was 301, -11 FTE below the plan; at Padova ACC, the actual number of ATCO FTEs was 207, -13 FTE below the plan.

  • The yearly total of sector opening hours in Brindisi ACC was 19,975, showing a -16% decrease compared to 2024. For Milano ACC, the yearly total of sector opening hours increased by 10%, to 103,518 in 2025. The yearly total of sector opening hours in Padova ACC was 64,545, in line with the 2024 value. Finally, the total sector opening hours in Rome ACC increased to 121,415, +3% compared to 2024.

  • Brindisi ACC registered 19.22 IFR movements per sector opening hour in 2025 +13% above the value recorded in 2024. For Milano ACC the number of IFR movements per sector opening hour in 2025 (10.41) reduced by -4% compared to 2024. Padova ACC registered 13.85 IFR movements per sector opening hour in 2025 while Rome ACC registered 9.37 IFR movements per sector opening hour in 2025. For both ACCs the ratio of IFR movements per sector opening hour increased compared to 2024 (+6% and+4% respectively).

  • Italy registered an average airport arrival ATFM delay of 0.29 minutes per flight in 2025, thus achieving the local target of 0.35 minutes. Compared to 2024, average arrival ATFM delays in Italy were 0.01 minutes per flight higher in 2025.

  • The main drivers of delays were other non-ATC causes, accounting for 0.15 of the total delays, and weather, responsible for 0.09.

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




  • The en route 2025 actual unit cost of Italy was 55.03€2022, -2.6% lower than the determined unit cost (56.51€2022). The terminal zone 1 2025 actual unit cost was 130.11€2022, -1.9% lower than the determined unit cost (132.66€2022), while the terminal zone 2 2025 actual unit cost was 276.75€2022, -1.0% lower than the determined unit cost (279.46€2022).

  • The en route 2025 actual service units (12.4M) were in line with the determined service units (12.5M).

  • The en route 2025 actual total costs were -20.2M€2022 (-2.9%) lower than determined. This is mainly due to lower other operating costs (-11.2M€2022, or -10.3%), followed by staff costs (-10.2M€2022, or -2.7%) for ENAV. The NSA explained that it is mainly due to a decrease in operational support from external companies, lower travel, utility and telecommunications costs, and lower inflation and cost for overtime.

  • ENAV spent 160.2M€2022 in 2025 related to costs of investments for both en route and terminal charging zones, -1.4% less than determined (162.4M€2022). According to the NSA, this reduction is due to delays in some investment programs caused by difficulties in the supply of materials, unstable market conditions, and bureaucratic delays.

  • The en route actual unit cost incurred by users in 2025 was 60.89€ (+0.5% above the 2025 DUC). The terminal actual unit cost incurred by users was 142.28€ (in line with the 2025 DUC) for the terminal zone 1, and 304.06€ (+1.1% above the 2025 DUC) for the terminal zone 2. The difference between the AUCU and the DUC for the terminal charging zone 2 is mainly driven by the traffic adjustments.

  • The en route regulatory result for ENAV amounted to +70.7M€, or 10.8% of the 2025 revenue. This may indicate that the airspace users are charged for costs which have not materialised in 2025.