Capacity - Poland
PRB monitoring
Poland registered 0.17 minutes of average en route ATFM delay per flight during 2025, which remained 0.17 after the post-ops adjustment process, thus achieving the local target value of 0.24. Delays in Poland decreased by -0.06 minutes per flight year-on-year.
Delays were highest in July, driven by a combination of weather and other non-ATC causes as well as ATC capacity and staffing.
The share of delayed flights with delays longer than 15 minutes in Poland decreased by -3 percentage points compared to 2024.
The number of ATCOs in OPS was 179 being below the 2025 plan in Warsaw ACC by -5 FTE.
The yearly total of sector opening hours in Warsaw ACC was 28,447, showing a -20% decrease compared to 2024.
Warsaw ACC registered 23.47 IFR movements per sector opening hour in 2025. This is +29% above the ratio recorded in 2024.
Poland registered an average airport arrival ATFM delay of 0.48 minutes per flight in 2025, thus not achieving the local target of 0.06 minutes. Compared to 2024, average arrival ATFM delays in Poland were -0.01 minutes per flight lower in 2025.
The main drivers of delays were other non-ATC causes, accounting for 0.23 of the total delays, and weather, responsible for 0.22.
En route performance
En route ATFM delay (KPI#1)
NoteFocus on en route ATFM delay
En route ATFM delay
Poland had 800k flights in 2025, up from 759k flights in 2024.
PANSA applied en route ATFM regulations resulting in 136k minutes of delay, a reduction from the 175k minutes in 2024.
As part of the strategic traffic re-orientation programme (S25/NTDM) operated by the Network Manager, 2k minutes of delay originating in Poland were re-attributed to other ANSPs.
When the above post-operations re-attribution is factored in, the total en route delay for PANSA in 2025 was 134k minutes in 2025 down from 172k minutes in 2024.
Regarding the reasons and circumstances resulting in the achieved level of actual performance of the en route ATFM delay per flight KPI, the NSA reports: “The en-route delay target was achieved. The average en-route delay for flights operated by PANSA in 2025 was 0.17 min/flt, below the 2025 target of 0.24 min/flt established in RP4 PP. At the same time, en-route delays decreased compared to 2024.
Since 2022 the geopolitical situation has been the primary factor affecting operational performance in the Polish airspace. Warfare, increased military activity, and sanctions, resulting in significant changes to traffic flows in the European airspace, have had a significant impact on air traffic structure, sector capacity and airspace organisation, thereby affecting the level of delays generated. The target set for 2025, within the new, fourth reference period (RP4), based on reference value for Poland which partially reflected the operational situation in the Network observed in 2024, created also a realistic prospect of its achieving. The detailed brakdown of en-route ATFM delays per causes in 2025, based on Network Manager data for airspace users with post-ops, shows that the main delays were assigned to: code "O" - 34%, ATC capacity - 21% and weather - 17,3%. At the same time 16 335 minutes of delays in 2025 were coded as Special event, and it constitutes 12% of all ATFM en-route delays.
In 2025 the following actions were implemented on an ongoing basis to minimise en-route delays:
• Use of Free Route Airspace (FRA) in traffic planning and cross-border FRA,
• Use of dynamic capacity management, including tactical traffic scenarios at the network level,
• Flexible use of all available ATFCM (Air Traffic Flow and Capacity Management) tools, including STAM (Short Term ATFCM Measures) procedures, in managing air traffic capacity and flow,
• Operational use of a three-layer airspace division in the south-eastern sectors (sectors J and R),
• Post-operational analyses, including traffic volume, delays, and sector configurations used,
• Pre-tactical traffic analyses based on data sent by the Network Manager (NM) during the „Rolling NOP” (European Network Operations Plan) information exchange process,
• Planning ATC (Air Traffic Control) staffing based on forecasted traffic volumes in the strategic and pre-tactical phases,
• Dynamic management of ACC (Area Control Centre) sectorization and the layout of APP (Approach Control) and TWR (Aerodrome Control Tower) stations on the day of the operation,
• Effective civil-military cooperation, particularly taking into account tactical activities resulting from the war in Ukraine.
In 2025 PANSA participated in the Occupancy Regulation Trial, a project prepared and coordinated by the NM, which was designed and operationally tested to regulate air traffic flow while maintaining minimal delays.
It is also worth noting that 2025 was another year in which PANSA actively participated in European-level initiatives aimed at minimizing delays across the entire network. Due to the apparent limitations in airspace capacity in some countries and the growing impact of adverse weather events, for the Summer 2025 season, the NM, in cooperation with PANSA and other air navigation service providers in Europe, introduced additional measures to relieve the most congested parts of the European network's airspace and avoid dangerous areas. In particular, traffic scenarios were prepared that redirected some traffic flows to less congested areas, including Poland.”
Regarding the description of the adjustments to the capacity plan included in adopted performance plan, the NSA reports: “No adjustments were made to the capacity plan included in adopted RP4 PP.
PANSA continued implementing the initiatives listed in the RP4 PP, aimed at improving capacity in FIR Warszawa. These primarily included the following:
• Preparation for the operational use of the three-layer airspace division in all sectors of Polish airspace in 2026.
• Continuing the training of new air traffic controllers (with two new courses for new ATCOs launched in 2025, alongside the continuous training of trainees from the preceding years), as well as the process of acquiring and maintaining the competencies of ATC staff and other operational personnel to ensure the necessary staffing levels for the growing traffic volumes.
• Preparation to implement changes to the vertical boundaries of ACC sectors aimed at more effective distribution of changing air traffic flows.
• Developing, updating and preparing new solutions and functionalities within existing ATM-related systems (PEGASUS_21, Pandora), as well as deploying completely new platforms (iTEC, NMUI) in relation to RP5.
• Utilising tools to support ATCOs and flow management optimisation (including use of NMP Flow as well as Arrival Manager for EPWA airport).
• Continuing investments in infrastructure (CNS) and technology allowing for optimisation of airspace structures and enhance coverage across the Polish airspace, as well as supporting contingency.
• Works on implementation of Radar Control in EPRZ TMA (implemented in January 2025).
• Conducting traffic analyses under hypothetical scenarios assuming unblocking of Ukrainian and Belarussian airspace.
Additionally:
• CAPAN (capacity analysis) studies were carried out, allowing for flexible capacity determination depending on changing traffic flows. Taking into account the results, the current capacities of ACC sectors remained unchanged, and the data obtained in the study allowed PANSA to determine the capacities of new sectors created by the implementation of the third layer in the whole FIR Warszawa. When activating the analysed military zones, the possibility of reducing the declared capacities of the ACC sectors in which the military zones will be activated will be taken into account.
• Preparations were underway to further develop the cross-border FRA in cooperation with other ANSPs.
• Enhancing the civil-military cooperation taking into account the growing demand for airspace use by both sides.
Further improvements are planned for RP4 as listed in the RP4 PP for Poland.”
Regarding follow up of the remedial measures indicated in the previous monitoring report(s), the NSA reports: “1. Improved sectorisation of ACC (until 2026) – new sector configurations in JR part since 17.06.2022, implementation of the first stage of three-layer vertical airspace split in April 2023 (JR sectors) – full FIR EPWW three layer vertical airspace split implemented in 2025 and operational from 2026.
2. Traffic flow management and development of sectorisation (ongoing process) – there are evaluations of traffic flows, carried out on a regular basis to modify flows and redirect traffic from congested areas to airspace volumes where spare capacity is available. Flexible use of ATFM regulations, including Dynamic RAD implemented (February 2025) and occupancy trials. Planned increase in the maximum number of sectors possible to be opened (number of sectors open will depend on traffic demand – traffic level and structure/flows) and flexible use of available sectors (over 2000 sector configurations possible to use).
3. Training of new ATCOs (ongoing process) – new ATCOs training aimed at increasing the number of ATCOs in line with the plan included in the RP4 PP.
All the actions described in section 2.3.1.(a) to minimise en-route delays enabled the achievement of the en-route delay target for 2025. The results demonstrate that the actions taken were effective. However, a significant share of delays related to the war in Ukraine and weather factors is still visible, and PANSA's response and action capabilities remain limited.”
En route capacity incentive scheme
The Polish NSA reports a financial bonus of PLN 10,883,109 for the ANSP because of the 2025 performance.
The local incentive target for en route ATFM delays, due to CRSTMP causes only, was set at 0.22 mins/flight.
The NSA reports an achieved performance of 0.082 mins/flight but does not state how this was verified. [NB The attribution of original delay causes on the ansperformance.eu dashboard is unverified]
En route performance indicators at ACC level (PI#4-5)
NoteFocus en route performance indicators at ACC level
Percentage of total en route ATFM delay that occurred on days when the daily throughput was above the expected daily traffic
As background information on actual performance, the NSA reports: “There is no data to compare the indicator value for 2025.”
Annual weighted average of the daily peak throughput
As background information on actual performance, the NSA reports: “There is no data to compare the indicator value for 2025.
The measures implemented to improve capacity are presented in section 2.3.1.(a).
Other improvements planned for RP4 are listed in the RP4 PP for Poland.
The value of this indicator is influences by decision of Airspace Users as it is based on actual traffic performed by them.”
NoteFocus on other en route information
ATCOs in operations
As additional comments to ATCOs in the scope of the performance scheme, the NSA reports: “The numbers presented in the above tables”ATCOs in the scope of the performance scheme” (division into ACC, APP and TWR), for planned and actual values, represent the number of ATCOs (FTEs) who work in the given unit (ACC, APP and TWR respectively). They do not take into account the work performed by ATCO for a given service (e.g. when ATCO assigned to TWR unit performs APP service). PANSA does not allocate ATCO FTEs to types of services (ER, TNC, non-ANS). The element that is allocated to services are costs. Staff costs are allocated to resources, which then are allocated through a multistep approach, using the dedicated EPM tool, to types of services.
Therefore, the values of ATCOs allocated to ER presented in lines “Number of ATCOs in OPS (year-end FTEs) allocated to the en route cost base(s)”, for planned and actual values, represent only estimates. It should be noted that in Poland at majority of airports APP service is performed from TWR unit – therefore the values in those lines include also those ATCOs who work in TWR units but perform APP service.
What needs to be stressed here is that TMAs in Poland (especially those where radar approach is provided) are extensive, with upper limits even up to FL285 (TMAs dimensions, including upper limits, are based on individual operational requirements and therefore vary between various TMAs). They were established in such a way historically (in 2010) to improve airspace capacity until vertical split of the Polish airspace could be put in place – with the assumption that in fact they would cover lower airspace offloading ACC capacity. Those historically established upper limits have not been changed (lowered) until now. As a consequence, those TMAs serve not only approaching/departing flights but also transit flight (that do not land on or depart from an airport located under the given TMA). Thereby they largely perform a function similar to lower ACC sectors.”
“Number of additional ACC ATCOs in OPS who have started working in the OPS room (FTEs) in 2025: 11.5166 consists of:
• 8 - new licenses,
• 3 - shifts from other PRU categories to PRU1 (ATCOs in OPS) category,
• 0.5166 - increase of working time on the request of employee.
Number of ACC ATCOs in OPS who have stopped working in the OPS room (FTEs): 6.0999 consists of:
• 5 - shifts from PRU1 (ATCOs in OPS) category to other PRU categories,
• 1.0999 - reduction of working time on the request of employee.”
Regarding the training process, including details on the effective failure rate and the process used to allocate newly qualified ATCOs between ACC, APP and TWR positions, the NSA reports: “Additional information for the above tables:
The values in lines "Number ATCO trainees at year end", for planned and actual values, are totals (No of persons) at the given year's end of Staff categories 3 (Ab-initio trainees) and 4 (On-the-job trainees) as defined in EUROCONTROL Specification for Economic Information Disclosure.
The actual values in line “Number of trainees entering the training program(s) during the year” for 2025 include trainees starting the basic training (107 trainees) and trainees for whom training for APP or SUR APP rating was organized (9 On-the-job trainees who got ADC rating).
The actual value in line “Number of trainees completing the training program(s) during the year” for 2025 includes 43 new ATCOs, while the total number of new trainees completing the training program during 2025 was 45 (this value includes 2 endorsements of ATCOs who completed the training program in 2024, but they at once started another training; those ATCOs have been employed under PRU1 category only from 2025).
Description of the training process:
In 2025 PANSA was the only organisation under the Performance Scheme involved in the ATCO training process.
Both, basic training and rating training were performed by PANSA in its dedicated training organisational unit - certified ATCO training centre (ATCO-TO). When possible and available, PANSA also employs candidates for the rating training who obtained student license (S-ATCL) during initial training at other certified ATCO-TO in Poland (eg. Lotnicza Akademia Wojskowa in Dęblin).
As it was described in RP4 PP, trainees participated in initial training, consisting of two courses: basic training and rating training. In 2025 two courses where launched – in May and November.
Basic training 2025:
Basic training launched in May 2025 was implemented in accordance with RP4 PP assumptions – theoretical part including 374 lessons (1 lesson unit = 45 min) and practical part including 12 to 15 exercises. However, in October 2025 there were some changes made in the training process, which were approved by CAA. Basic training launched in November 2025 was divided into a theoretical part, including 289 lessons (1 lesson unit = 45 min) and a practical part, which included 20 to 40 exercises. The level of knowledge of training participants was periodically monitored (tests), and after the theoretical part there was an oral knowledge test and exam.
During the practical training, students’ competence was monitored on an ongoing basis, during each training session on the simulator. After the practical part it was checked in the form of an assessment.
Rating training 2025:
The rating training was also divided into a theoretical and a practical part, as it was described in RP4 PP. Both rating trainings for May and November courses were executed in accordance with the new established training process of ATCOs, which was approved by CAA.
The duration of theoretical training (1 lesson = 45 min) depended on its type, as follows:
• aerodrome control rating (ADC): 72,5 lesson units,
• aerodrome control surveillance rating endorsement (SUR): 5 lesson units,
• approach control procedural rating (APP): 72,5 lesson units,
• approach control surveillance rating (APS): 73 lesson units,
• area control surveillance rating (ACS): 56 lesson units.
The practical part of qualification training depended on its type, in accordance with the below:
• aerodrome control rating (ADC): from 90 to 120 exercises,
• aerodrome control surveillance rating endorsement (SUR): from 10 to 13 exercises,
• approach control procedural rating (APP): from 35 to 47 exercises,
• approach control surveillance rating (APS): from 150 to 200 exercises,
• area control surveillance rating (ACS): from 170 to 220 exercises.
The level of knowledge and skills of trainees was monitored on an ongoing basis, during each simulator training session, and periodically (by analyzing training progress). After completing the practical part, an assessment was conducted, and after the theoretical part an exam took place.
The process of assigning candidates to units was a two-stage process. The first stage was the assignment of candidates to specific services (TWR, APP or ACC), which was carried out on the basis of predisposition testing during initial training - in accordance with the needs of the Operations Department of PANSA.
The second stage was the assignment to the specific units, which took place during the rating training based on the assessment of the candidates' training progress, in consultation with the Operations Department, took into account the needs and possibilities of training in the unit in terms of its effectiveness.
For 2025 PANSA planned to train 7 new ATCOs for ACC, 8 new ATCOs for APP and 27 new ATCOs for TWR, while the actual values were 8 new ATCL licences for ACC, 8 new ATCL licences for APP and 27 new ATCL licences for TWR.”
Terminal performance
Arrival ATFM delay (KPI#2)
NoteFocus on arrival ATFM delay
Arrival ATFM delay
Average ATFM arrival delay in Poland was 0.48 min/arr in 2025, the first year of RP4. The performance remains almost equal to 2024, last year of RP3, when there were 0.49 min/arr. The figures are mostly driven by Wroclaw (1.13 min/arr), Krakow (0.81 min/arr) and Warsaw (0.61 min/arr). In general, these were due to infrastructure renovations and unfavourable weather conditions.
The average for RP4 airports subject to monitoring of ATFM Arrival delay across Member States in 2025 was 0.97 min/arr.
Regarding the reasons and circumstances resulting in the achieved level of actual performance of the arrival ATFM delay per flight KPI, the NSA reports: “The target for the terminal delay indicator was not achieved. The average terminal delay for airports where PANSA provided ATC services in 2025 was 0.48 minutes/arrival, compared to the annual target set under RP4 PP of 0.06 minutes/arrival. The value of ATC only terminal delays (CRSTMP) was however lower than forecasted when drafting the RP4 PP (0.04 vs. 0.05 minute/arrival) – lower than the modulated pivot value based on ATC-related delays.
The recovery of inbound traffic to Polish airports after the pandemic and since the outbreak of the war in Ukraine was much more dynamic than in overflights. Inbound IFR traffic in 2025 was 16% higher than in 2019 and increased by 8% compared to 2024. Most Polish airports exceeded 2019 levels in terms of aircraft movements handled.
It should be noted that actual traffic (one way IFR MVS) at Polish airports (terminal zone I and II) in 2025 was almost 5% higher than the forecast underlying the adopted RP4 PP.
Terminal delays in 2025 were generated at 9 of the 15 controlled airports (EPKK, EPKT, EPLB, EPLL, EPMO, EPPO, EPRZ, EPWA, EPWR). Higher delays than the target terminal delay indicator were due to factors unrelated to ATC. These included weather conditions (45,4% of all terminal delays recorded in 2025) and airport capacity constraints, including those related to airport infrastructure renovations (43,8%). ATC (CMPRST) related delays accounted for only 8,6% of all delays, while other non-ATC factors accounted for around 2%, including delays related to the war in Ukraine.”
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: “The failure to achieve the 2025 target was due to factors beyond PANSA's control, including weather conditions and airport infrastructure renovation. The impact of those factors was much greater than anticipated at the stage of drafting the RP4 PP. Delays generated by ATC accounted for only 8,6% of all terminal delays, which translated into an indicator of 0.04 minutes/arrival, compared to the planned ATC reference value of 0.05 minutes/arrival in RP4 PP.”
Regarding recommendations to the ANSP to rectify the situation, the NSA reports: “As the average terminal delay due to ATC related causes (CRSTMP) is only 8,6% of all terminal delays recorded in 2025 and lower than the pivot value for year 2025 no strict recommendations to the ANSP (PANSA) are issued. However, the NSA continues to monitor the number of ATCOs on a regular basis, as well as other ANSP's initiatives aimed at meeting the targets related to ATC causes. Non-ATC delays remain beyond PANSA's control.”
Regarding remedial measures that have been / will be taken by the ANSP to rectify the situation, the NSA reports: “As indicated above, terminal delays are significantly impacted by non-ATC elements that are beyond control of PANSA. However, PANSA is continuously implementing actions in line with RP4 PP which are aimed at reducing terminal delays and achieving the ATC terminal delay target.
In 2025 these mainly included the following:
• introduction of lower runway separation minima (EPWA), increasing operational efficiency,
• launch of DCL – Digital Clearance – sending flight permits electronically instead of traditional voice communication (EPWA, EPWR, EPKK, EPKT, EPMO),
• implementation (for testing at this stage) of D-ATIS – it allows crews to read weather and operational conditions at the airport directly from the Flight Management System computer installed in the aircraft (EPWA, EPGD, EPKK),
• launch of the ground movement control service – GND (EPWR, EPKT, EPMO),
• implementation of a full LVP procedure – it allows crews to read weather and operational conditions at the airport directly from the Flight Management System computer installed in the aircraft (EPKK),
• introduction of Visual Departure – visual departures allow for a significant improvement in aircraft departures, having a significant impact on the traffic flow and increasing the number of movements per hour (EPKK).
Planned measures to support achievement of the capacity targets in RP4 have been listed in the RP4 PP for Poland.”
Regarding follow up of the remedial measures indicated in the previous monitoring report(s), the NSA reports: “Remedial measures indicated in previous monitoring reports have been implemented.
The target takes into account all delay causes – both ATC as well as non-ATC. As shown by the past years’ data, terminal delays are significantly impacted by non-ATC elements that are beyond control of PANSA. This has been considered when defining the incentive scheme for RP4, however still due to this fact there is a significant risk that the actual delay indicator (based on all delay causes) might be different than the target – which was confirmed in 2025. Another element that can influence the actual performance over the coming years is the level of traffic. The RP4 traffic forecast is, in principle, based on STATFOR predictions. Past years’ experience has shown that actual traffic can develop more dynamically than forecasted, what could also impact the delay indicator.
Planned measures to support achievement of the capacity targets in RP4 have been listed in the RP4 PP for Poland.”
Terminal capacity incentive scheme
In the first year of RP4, with an ATFM Arr delay of 0.48 min/arr, Poland did not achieve the national target of 0.06 min/arr. However, the pivot value for incentives (0.05 min/arr) is limited to CRSTMP delay causes. As CRSTMP delay of 0.042 min/arr falls within the deadband for the incentive scheme, no bonus or penalty applies.
| Airport level | ||||||||||
| Airport name |
Avg arrival
ATFM delay (KPI#2)
|
Slot adherence (PI#1)
|
||||||||
|---|---|---|---|---|---|---|---|---|---|---|
| 2025 | 2026 | 2027 | 2028 | 2029 | 2025 | 2026 | 2027 | 2028 | 2029 | |
| Bydgoszcz | 0.00 | NA | NA | NA | NA | 98.9% | NA | NA | NA | NA |
| Gdańsk im. Lecha Wałęsy | 0.00 | NA | NA | NA | NA | 97.4% | NA | NA | NA | NA |
| Katowice-Pyrzowice | 0.20 | NA | NA | NA | NA | 93.8% | NA | NA | NA | NA |
| Kraków-Balice | 0.81 | NA | NA | NA | NA | 98.6% | NA | NA | NA | NA |
| Lotnisko Chopina w Warszawie | 0.61 | NA | NA | NA | NA | 98.1% | NA | NA | NA | NA |
| Lotnisko Warszawa-Radom | 0.00 | NA | NA | NA | NA | 98.2% | NA | NA | NA | NA |
| Lublin | 0.15 | NA | NA | NA | NA | 98.4% | NA | NA | NA | NA |
| Olsztyn-Mazury | 0.00 | NA | NA | NA | NA | 96.3% | NA | NA | NA | NA |
| Poznań-Ławica | 0.00 | NA | NA | NA | NA | 97.7% | NA | NA | NA | NA |
| Rzeszów-Jasionka | 0.19 | NA | NA | NA | NA | 95.8% | NA | NA | NA | NA |
| Szczecin-Goleniów | 0.00 | NA | NA | NA | NA | 95.6% | NA | NA | NA | NA |
| Warszawa/Modlin | 0.01 | NA | NA | NA | NA | 98.4% | NA | NA | NA | NA |
| Wrocław-Strachowice | 1.13 | NA | NA | NA | NA | 95.5% | NA | NA | NA | NA |
| Zielona Góra-Babimost | 0.00 | NA | NA | NA | NA | 95.6% | NA | NA | NA | NA |
| Łódź | 0.00 | NA | NA | NA | NA | 97.4% | NA | NA | NA | NA |
| Airport name |
ATC pre departure
delay (PI#2)
|
All causes pre departure
delay (PI#3)
|
||||||||
|---|---|---|---|---|---|---|---|---|---|---|
| 2025 | 2026 | 2027 | 2028 | 2029 | 2025 | 2026 | 2027 | 2028 | 2029 | |
| Lotnisko Chopina w Warszawie | 0.99 | NA | NA | NA | NA | 16.74 | NA | NA | NA | NA |
NoteFocus on other terminal performance indicators
ATFM slot adherence
ATFM slot adherence in 2025 was equal to 97.3%, very close to the 2024 value – last year of RP3 – of 96.8%. All airports except Katowice-Pyrzowice (93.8%) were above 95.0%.
With regard to the 2.7% of flights that did not adhere, 1.6% were early and 1.1% were late.
The average for RP4 airports subject to monitoring of ATFM slot adherence across Member States in 2025 was 96.3%.
As background information on actual performance, the NSA reports: “ATFCM cross-trainings for (Warsaw) Tower Supervisors have been performed in late 2024, which resulted in proper performance in 2025. Additionally, in 2025 dedicated ATFCM training sessions were conducted for TWR EPWR and EPKT, aimed at further improving performance parameters.
The results indicate that there were no airports in Poland where adherence to ATFM departure slots in year 2025 was less than 80%. The level of adherence to ATFM departure slots in 2025 was similar to that observed in 2024 with the highest percentage value of departures outside ATFM window noted at EPKT airport (6,2%), but still definitely not exceeding the 20% limit value.”
ATC pre-departure delay
Warsaw is the only Polish airport subject to the monitoring of this indicator. Delay in 2025 increased to 0.99 min/dep, 34% above the value of 2024 – last year of RP3 – of 0.74 min/dep.
The average for RP4 airports subject to monitoring of ATC pre-departure delay across Member States and for which enough data is available in 2025 was 0.74 min/dep.
As background information on actual performance, the NSA reports: “Pre-departure delays may be attributed to recovering or, in some cases, exceeding pre-COVID traffic volumes, which increases apron and terminal congestion. Ice-shedding procedures began to be utilized by some airlines, which in tight aerodromes like EPWA accounts for some delays.
GND planner position concept has been established and is now planned to be implemented in 2027 to increase effectiveness of GND operations and reduce delays. Low visibility procedures are planned to be updated in 2026, which can reduce queue times in low visibility conditions. Additional de-icing pad is planned to be open in 2027, which should reduce some of de-icing related congestions.
The NSA receives the list of planned changes to ATM functional system on a regular basis. Once the GND planner position is notified the relevant monitoring activities will be proceeded.”
All causes pre-departure delay
Warsaw is the only Polish airport subject to the monitoring of this indicator. Delay in 2025 decreased to 16.74 min/dep, 15% below the value of 2024 – last year of RP3 – of 19.76 min/dep.
The average for RP4 airports subject to monitoring of all causes pre-departure delay across Member States in 2025 was 16.47 min/dep.
As background information on actual performance, the NSA reports: “2025 performance may be attributed to significant airside work-in progres (RWY closures). No significant actions were taken by PANSA to improve this indicator in 2025. Relevant monitoring activities will be implemented when necessary.”