Annual Monitoring Report 2025 - SES RP4

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Contextual information

No of ACCs   49

No of airports in the scope of the performance plan

≥80’K     38
<80’K      151

Share en route / terminal costs 2025   82% / 18%

En route charging zone(s)

29

Terminal charging zone(s)

26

No of main ANSPs 

29

No of other ANSPs 

15

No of MET Providers 

23

Traffic (SES RP4 area)

  • The Union-wide level recorded 9,987K actual IFR movements in 2025, +4.2% compared to 2024 (9,587K).

  • Actual 2025 IFR movements were in line with the STATFOR October 2024 base forecast (9,954K).

  • Actual 2025 IFR movements were in line with the actual 2019 level (9,985K).

  • In 2025, Russia’s war of aggression against Ukraine continued to significantly affect traffic flows within the SES area. In addition, the geopolitical situation in the Middle East also influenced traffic patterns. As a result, some ANSPs experienced unexpectedly strong traffic growth compared with the Union-wide average, while others had yet to recover to the 2019 traffic levels.


  • The Union-wide level recorded 138,709K actual service units in 2025, +5.4% compared to 2024 (131,545K).

  • Actual 2025 service units were +1.8% above the plan (136,227K).

  • Actual 2025 service units are +10.8% above the actual 2019 level (125,206K).

  • At Union-wide level, service units continued to grow faster than IFR movements. For many ANSPs, it results in revenues increasing more rapidly than the workload generated by additional flights. However, this trend is not consistent across all Member States, as a number of them are experiencing the opposite situation.

Safety (SES RP4 area)

  • 6 ANSPs achieved the EoSM RP4 targets in all the Management Objectives.

  • 6 ANSPs achieved the EoSM RP4 target level D on safety risk management already in 2025.

  • 17 ANSPs achieved the EoSM RP4 target level C on all other Management Objectives already in 2025.

  • 13 ANSPs failed to achieve the planned maturity levels for 2025.

  • Four ANSPs scored minimum level A (below regulatory requirements) at least on one of the Management Objectives.

  • The rates of Runway Incursions (RIs) and Separation Minima Infringements (SMIs) decreased compared to 2024.

Environment (SES RP4 area)

  • The Union-wide horizontal flight efficiency (KEA) performance target was not achieved (2.93% compared to the target of 2.80%). 13 Member States did not achieve their local targets. Additionally, FABEC did not achieve their local target of 2.89%. All Member States in FABEC achieved their local breakdown values apart from France.

  • The third full year of Russia’s war of aggression against Ukraine continues to affect the environmental performance, but marginally less than previous years (2.93% in 2025 compared to 2.96% in 2024).

  • The VFE of the actual trajectory was at 76.4%.

  • For terminal airspace, additional ASMA (arrival sequencing and metering area) time increased and additional taxi-out time decreased. Combined, this shows a +0.1 min increase compared to 2024, driven by additional ASMA time. Additional AXIT time was at 1.62 min (+0.03 min compared to 2024).

  • The average time in level flight during decent and climb remained stable year-on-year, with a slight increase from 2024 levels.

Capacity (SES RP4 area)


  • The average en route ATFM delay per flight in 2025 was 1.64 minutes, 0.74 minutes above the target. Average delays showed a significant reduction compared to the 2.19 minutes per flight in 2024. Delays were also below 2022 levels despite 19% more traffic.

  • For 19 ANSPs, average en route ATFM delays in 2025 were lower than or equal to 2024. For a further five ANSPs, average delays were still below 0.05 minutes per flight despite a minor increase.

  • Of the seven ANSPs that did not meet their local en route capacity target in 2025, five ANSPs managed to improve their performance compared to 2024.

  • Similar to the previous years, the main causes of delay in 2025 were ATC Capacity, weather and ATC Staffing.

  • A significant proportion of the 0.55 minutes decrease in average delays in 2025 compared to 2024 was due to reductions in delays related to weather (-0.30) and other non-ATC reasons (-0.10).

  • While noting that the scope of airports included in the RP4 performance plans is not fully aligned with the scope of RP3, Union-wide terminal capacity performance in 2025 was comparable to 2024, with an average delay of 0.97 minutes per flight in 2025 and 0.93 minutes per flight in 2024. The contribution of delays due to weather and non-ATC related airport capacity problems remained high at 75% of total arrival ATFM delays. ATC Capacity was responsible for a further 19% of delays.

Cost-efficiency (SES RP4 area)


  • The real en route actual unit cost (AUC) Union-wide was -2.8% lower than the determined unit cost (DUC).

  • Real en route actual costs were -1.1% below determined costs, while actual service units were +1.8% higher than the determined service units.

  • The en route actual unit cost incurred by airspace users (AUCU) was -2.1% lower than the DUC, mainly stemming from other revenues.