Annual Monitoring Report 2025 - Netherlands

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Contextual information

FAB draft revised performance plan currently under assessment

List of ACCs   1

Amsterdam ACC



No of airports in the scope of the performance plan

≥80’K     1
<80’K      3

Exchange rate (1 EUR=) 

2022: 1 EUR
2025: 1 EUR

Share of Union-wide traffic (TSUs) 2025  2.1%

Share of Union-wide en route costs 2025  4.3%

Share en route / terminal costs 2025  77% / 23%

En route charging zone(s)

Netherlands

Terminal charging zone(s)

Netherlands

Main ANSP 

• LVNL

Other ANSPs 

• MUAC

MET Providers 

• Royal Netherlands Meteorological Institute (KNMI)

Traffic (En route traffic zone)

  • The Netherlands recorded 1,239K actual IFR movements in 2025, -1.2% compared to 2024 (1,254K).

  • Actual 2025 IFR movements were -3.7% below the plan (1,286K).

  • Actual 2025 IFR movements were -6.9% below the actual 2019 level (1,332K).


  • The Netherlands recorded 2,907K actual service units in 2025, -3.5% compared to 2024 (3,013K).

  • Actual 2025 service units were -5.3% below the plan (3,071K).

  • Actual 2025 service units are -14.0% below the actual 2019 level (3,381K).

Safety (Main ANSP)

  • In 2025, LVNL achieved the planned maturity levels set out in its performance plan for three out of five components of the EoSM. The components where LVNL missed the planned levels were Safety Policy and Objectives and Safety Promotion.

  • The rate of runway incursions (RI) was 6.41 at airport level, higher than the Union-wide average. The rate of RIs with ANS contribution was 1.60, higher than the Union-wide average. In 2024, the Netherlands reported 0 runway incursions.

  • The rate of separation minima infringements (SMIs) at State level was 13.42, and at ANSP level 15.17. Both indicators were significantly above the Union-wide average. At ANSP level, rate of SMIs has decreased compared to 2024.

Environment (Member State)

  • Netherlands registered a KEA performance of 2.84% compared to its local breakdown value of 2.92%. Whilst the local target for FABEC was not achieved, the Netherlands contributed positively towards Union-wide performance.

  • KEP and KES remained stable in comparison with 2024.

  • VFE of the actual trajectory was at 78.5%, which was better than the Union-wide average.

  • The average time in level flight during descent improved marginally and during climb remained stable compared to 2024.

  • Additional taxi-out time was 3.25 min/flight which improved marginally compared to 2024, and additional taxi-in time was 1.87 min/flight which improved compared to 2.17 min/flight in 2024.

  • Additional time in the arrival sequencing and metering area improved marginally from 2.67 min/flight to 2.59 min/flight in 2025.

Capacity (Member State)


  • Netherlands registered 0.13 minutes of average en route ATFM delay per flight during 2025, which has been adjusted to 0.14 during the post-ops adjustment process, thus achieving the local target value of 0.16. Delays in Netherlands increased by 0.06 minutes per flight year-on-year.

  • Delays were highest in June, August and September, mostly driven by other non-ATC causes but with notable contributions from weather and ATC capacity.

  • The share of delayed flights with delays longer than 15 minutes in Netherlands increased by 6 percentage points compared to 2024 but was lower than 2019 values.

  • The number of ATCOs in OPS was 79 FTEs in Amsterdam ACC, being below the 2025 plan by -2 FTEs.

  • The yearly total of sector opening hours in Amsterdam ACC was 39,701, showing a -1% decrease compared to 2024.

  • Amsterdam ACC registered 14.00 IFR movements per sector opening hour in 2025, 1% above the level recorded in 2024.

  • Netherlands registered an average airport arrival ATFM delay of 4.44 minutes per flight in 2025, thus not achieving the local target of 2.2 minutes. Compared to 2024, average arrival ATFM delays in Netherlands were 0.94 minutes per flight higher in 2025.

  • The main drivers of delays were weather, accounting for 2.35 of the total delays, and other non-ATC causes, responsible for 2.09.

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



  • The en route 2025 actual unit cost of the Netherlands was 106.12€2022, +3.7% higher than the determined unit cost (102.29€2022). The terminal 2025 actual unit cost was 224.05€2022, -2.8% lower than the determined unit cost (230.40€2022).

  • The en route 2025 actual service units (2.9M) were -5.3% lower than the determined service units (3.1M).

  • The en route 2025 actual total costs were -5.6M€2022 (-1.8%) lower than determined. This is mainly due to lower staff costs for LVNL (-6.0M€2022, or -4.2%). The NSA explained that the decrease in staff costs is mainly attributable to a higher number of vacancies at LVNL and greater than expected employee attrition.

  • LVNL spent 33.7M€2022 in 2025 related to costs of investments for both en route and terminal charging zones, +2.9% more than determined (32.8M€2022). According to the NSA, this is mainly due to the need to prolong the lease of additional communication lines for contingency backup purposes in one project.

  • The en route actual unit cost incurred by users in 2025 was 114.48 € (+3.0% above the 2025 DUC), while the terminal actual unit cost incurred by users was 251.30€ (in line with the 2025 DUC). The difference between the AUCU and the DUC for the en route charging zone is mainly driven by the traffic risk sharing adjustment.