Annual Monitoring Report 2025 - Malta

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Contextual information

National performance plan adopted following Commission Decision (EU) 2025/1060 of 19 May 2025

List of ACCs   1

Malta ACC



No of airports in the scope of the performance plan

≥80’K     0
<80’K      1

Exchange rate (1 EUR=) 

2022: 1 EUR
2025: 1 EUR

Share of Union-wide traffic (TSUs) 2025  0.9%

Share of Union-wide en route costs 2025  0.3%

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

En route charging zone(s)

Malta

Terminal charging zone(s)

Malta

Main ANSP 

• MATS

Other ANSPs 

• Malta International Airport Plc.

MET Providers 

• MIA MET

Traffic (En route traffic zone)

  • Malta recorded 167K actual IFR movements in 2025, +13.3% compared to 2024 (148K).

  • Actual 2025 IFR movements were +6.7% above the plan (157K).

  • Actual 2025 IFR movements were +28.3% above the actual 2019 level (130K).


  • Malta recorded 1,286K actual service units in 2025, +16.1% compared to 2024 (1,108K).

  • Actual 2025 service units were +10.5% above the plan (1,164K).

  • Actual 2025 service units are +26.1% above the actual 2019 level (1,020K).

Safety (Main ANSP)

  • In 2025, MATS 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 9.64 and equal to the RIs with ANS contribution, with both indicators significantly higher than the Union-wide average. Compared to 2024, rate of RIs has decreased at airport level but increased at airport level with ATS/CNS contribution.

  • The rate of separation minima infringements (SMIs) at State level was 3.00 and equal to the SMIs with ATS/CNS contribution, with both indicators lower than the Union-wide average. The rate of SMIs has increased slightly at both State level and ANSP level when comparing to 2024.

Environment (Member State)

  • Malta registered a KEA performance of 1.67%. Their target of 1.56% was not achieved and Malta did not contribute positively to Union-wide performance. The NSA states that environmental performance at local level was affected mainly by the wider network context, including traffic growth above forecast and changes in traffic patterns linked to geopolitical developments affecting route choices across the network.

  • KEP and KES both deteriorated in comparison with 2024.

  • VFE of the actual trajectory was at 79.28%, which was better than the Union-wide average.

  • No airports are included in the performance plan for monitoring.

Capacity (Member State)


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

  • The number of ATCOs in OPS was 53 being below the 2025 plan in Malta ACC by -2 FTE.

  • The yearly total of sector opening hours in Malta ACC was 12,127, showing a 26% increase compared to 2024.

  • Malta ACC registered 13.95 IFR movements per sector opening hour in 2025, being -12% below 2024 levels.

  • Malta registered an average airport arrival ATFM delay of 0.18 minutes per flight in 2025, thus not achieving the local target of 0.01 minutes. Compared to 2024, average arrival ATFM delays in Malta were 0.18 minutes per flight higher in 2025.

  • The main driver of delays was other non-ATC causes, accounting for 0.17 of the total delays.

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



  • The en route 2025 actual unit cost of Malta was 14.96€2022, -15.0% lower than the determined unit cost (17.61€2022). The terminal 2025 actual unit cost was 126.68€2022,

-10.8% lower than the determined unit cost (142.05€2022).

  • The en route 2025 actual service units (1.3M) were +10.5% higher than the determined service units (1.2M).

  • The en route 2025 actual total costs were -1.2M€2022 (-6.1%) lower than determined. This is mainly due to lower staff costs (-0.9M€2022, or -7.5%) and other operating costs (-0.7M€2022, or -26.8%) for MATS. According to the NSA, staff costs decreased mainly due to retirements exceeding plan and a delay in recruitment, while the reduction in other operating costs was mainly due to lower insurance costs.

  • MATS spent 3.0M€2022 in 2025 related to costs of investments for both en route and terminal charging zones, +4.6% more than determined (2.8M€2022). According to the NSA, this increase is due greater investments in assets subject to higher depreciation than planned.

  • The en route actual unit cost incurred by users in 2025 was 17.48€ (-8.1% below the 2025 DUC), while the terminal actual unit cost incurred by users was 88.29€ (-42.6% below the 2025 DUC). The difference between the AUCU and the DUC for the en route charging zone is mainly driven by traffic risk sharing adjustments. The difference between the AUCU and the DUC for the terminal charging zone is mainly driven by new and existing investments in cost exempt from cost sharing.

  • The en route regulatory result for MATS amounted to +3.7M€, or 18.5% of the 2025 revenue. This may indicate that the airspace users are charged for costs which have not materialised in 2025.