Environment - Spain
PRB monitoring
Spain registered a KEA performance of 3.23%. Their target of 2.86% was not achieved and Spain did not contribute positively to Union-wide performance. The NSA states that KEA improved monthly in 2025 despite strong traffic growth, with growing adverse weather conditions frequently requiring deviations from the planned route. The PRB notes, however, that the actual trajectories are not longer than the planned ones.
Both KEP and KES remained stable in comparison with 2024 with a minor improvement in both indicators.
VFE of the actual en route trajectory was at 74.6%, which was worse than the average Union-wide performance.
The average time in level flight during descent improved marginally and during climb deteriorated compared to 2024.
Additional taxi-out time was 3.56 min/flight and additional taxi-in time was 1.50 min/flight which both remained stable compared to 2024.
Additional time in the arrival sequencing and metering area remained stable at 3.06 min/flight, with a minor improvement compared to 2024.
En route performance
Horizontal flight efficiency of the actual trajectory (KEA) (KPI#1), of the last filed flight plan (KEP) (PI#1), shortest constrained route (KES) (PI#2) and vertical flight efficiency of the actual trajectory (VFE) (PI#3)
NoteFocus on en route performance
KEA
The values of KEA and the KEA corrected for the influence of the war in Ukraine have both improved with respect to 2024. KEA went from 3.30% to 3.23%, while the corrected KEA went from 3.28% to 3.20%.
Spain has a high value in terms of the average internal additional distance per flight (6.71 km, the second highest) and the average additional distance (15.32 km, the third highest).
As a result, Spain is the second highest in terms of contribution to the total additional distance in the SES area with 14.06%.
Regarding the assessment of the achieved level of actual performance in the environment KPA, the NSA reports: “Throughout 2025, the KEA value showed a month-by-month improvement, from 3,30% in January to 3,23% in December, despite a 4,7% increase in traffic.
More than 2,47 million flights were managed in 2025, representing a 4,7% increase compared to 2024. Additionally, growing adverse weather conditions frequently require deviations from the planned route; July, August, September and October accumulate almost 65% of the delay generated by weather during 2025.”
Regarding the implementation of major operational or structural changes during the calendar year impacting performance in this key performance area, the NSA reports: “As a result of the monitoring tasks carried out by AESA it was informed the following to the Commission:
Measures such as the continuous deployment of new connectivities and direct routes. Airspace optimization through the progressive deployment of Free Route Airspace (FRA) across all FIRs will allow aircraft to fly more direct routes, as well as on gaining more airspace flexibility by implementing flexible sectors configurations with the project “Bricks”. Enhanced ATFM coordination between Network Manager (NM) and ANSPs will help mitigate congestion by improving tactical flow management and optimizing sector capacities dynamically. The reinforcement of the controller staffing levels that is being developed by ENAIRE will continue and will help address operational bottlenecks, reducing the need for ATFM measures that often penalize the route efficiency. Flexible use of airspace (FUA) will be prioritized to maximize available capacity while minimizing constraints imposed by restricted and military areas, increasing availability times for flight planning, freeing up cruising levels for overflights and modifying the geometry of some of these areas. Both ENAIRE and the Military are working in SESAR project. New DCTs have been implemented and new agreements have been reached between Enaire and the military authorities regarding certain military areas applicable during the summer of 2025. Some of these agreements have been maintained over time (including new FUA-R areas adjustments to area reservations in line with actual use, among others).
Implementing these measures collectively will contribute to a more efficient, resilient, and performance driven airspace network, enabling a more probable compliance with KEA targets while accommodating the very high growing traffic demand still expected for the coming years.
Following coordination with ENAIRE, additional information is provided below:
- Regarding FRA-Cross border Free Route Airspace it is noted that following coordination with the SDM and ENAIRE at the meeting held on 21 October to follow up on CP1 projects, it was concluded that the project is likely to be completed in 2027. In 2025, work was carried out on the TTM implementation, and two phases were defined.
- Additional actions developed under the FUA consideration include: ensuring availability of frequently used ad-hoc areas in CACD (to maximize route availability), elaboration of Dynamic Management Mil Areas Procedure, implementation of a new set of FUA Indicators, LARA V5 update and a global increase of the availability of Air Space structures for the CAG.
- Throughout 2025, work has continued on the implementation of PBN procedures.”
Regarding progress on the implementation of the measures committed to in the ERNIP, the NSA reports: “The 2025 plans included in the ERNIP that may have an impact on KEA are specified below
• FUA measures – Civil Military coordination
• ESPORTFRA: Work is on-going during 2025 to continue improve the Free Route estructure within Spain and Portugal. Working is on-going for crossborder initiatives. ESPORTFRA Phase 1 will be published 14 May 2026.”
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: “Although the target was not met, the trend in the indicator is considered positive because the decline has been steady throughout the year, despite a 4.7% increase in traffic compared with 2024. The high demand has led to congestion in key airspace sectors, requiring the implementation of ATFM measures and route deviations, leading to suboptimal trajectories and operational inefficiencies which have negatively impacted en-route efficiency. The high increase of severe adverse weather conditions in Spain, especially in the Mediterranean area, such as convective phenomena, thunderstorms, turbulence, and strong winds, frequently require deviations from the planned route, leading to increased route extensions. Staffing limitations have required the implementation of ATFM measures which have also contributed to not to reach optimal operational en-route efficiency. The fact that FRA implementation is going on with some delays (from 2025 to 2027) have had the effect to eat up the beneficial effects of other measures put in place. The growing military activity due to the geopolitical situation limit the ability to optimize flight paths. Airlines' cost optimization strategies prioritize lower route charges over minimum distance, penalizing the KEA indicator.
The non-compliance of KEA was anticipated before the end of the year and was informed to the Commission according to Regulation (EU) 2019/317 Article 37 (1), concluding that despite the improvement in the indicator and that the projects were generally being implemented on time, the delay in the implementation of FRA and the other issues highlighted have contributed to the failure to meet the target.”
Regarding recommendations to the ANSP to rectify the situation, the NSA reports: “AESA, ENAIRE, Ministry of Transport and the Spanish Air Force are all working and collaborating very closely to address the structural airspace problems that contribute to the route inefficiency. The measures to be implemented to achieve the targets are those considered in ESPP4. The environmental plan within the ESPP4 has being implemented mostly as it was defined except FRA, one of the most relevant project.
When FRA project is fully implemented, aircrafts will be allowed to fly more direct routes, reducing unnecessary deviations. Enhanced ATFM coordination between Network Manager (NM) and ANSPs will help mitigating congestion. Sector reconfiguration and flexible use of airspace (FUA) will maximize available capacity. Reinforcing controller staffing levels and optimizing sector workload distribution will contribute improving operational bottlenecks reducing the need for excessive route extension.
Encourage ENAIRE to continue working on actions planned in the ESPP4 Performance Plan, particularly FRA project which has been postponed from 2025 to 2027.”
Regarding remedial measures that have been / will be taken by the ANSP to rectify the situation, the NSA reports: “To improve KEA performance and enhance en-route flight efficiency, a series of strategic and operational measures will be considered:
- Firstly, in the short term, the continuous deployment of new connectivities and direct routes, reducing unnecessary deviations and non-direct routes.
ENAIRE also will continue working on the airspace optimization through the progressive deployment of Free Route Airspace (FRA) across all FIRs will allow aircraft to fly more direct routes, as well as on gaining more airspace flexibility by implementing flexible sectors configurations with the project “Bricks”.
- Secondly, enhanced ATFM coordination between Network Manager (NM) and ANSPs will help mitigate congestion by improving tactical flow management and optimizing sector capacities dynamically, not only in bad weather situations but in demand – capacity imbalance situations with the application of a specific procedure in the framework of the Cross Border Weather and Capacity Procedure.
- The reinforcement of the controller staffing levels that is being developed by ENAIRE will continue in 2026 and will help address operational bottlenecks, reducing the need for ATFM measures that often penalize the route efficiency.
- Additionally, flexible use of airspace (FUA) will be prioritized to maximize available capacity while minimizing constraints imposed by restricted and military areas, increasing availability times for flight planning, freeing up cruising levels for overflights and modifying the geometry of some of these areas. Both ENAIRE and the Military are working in SESAR project regarding the development and implementation of DMA type 3 as well as in the implementation of the SESAR 115 Solution for the accommodation of RPAS in controlled airspace, and are developing a Procedure for the dynamic management of Areas.”
Regarding the follow up of the remedial measures indicated in the previous monitoring report(s), the NSA reports: “AESA continues its monitoring activities in RP4, particularly that of the KPIs associated with a target to be met, which is monitored on a monthly and annual basis. With them, it is possible to keep track of the evolution of the indicators and to maintain an adequate coordination and communication with the parties involved.
Additionally, before the end of the year and having previously made a forecast of the possible final values of the KPIs, AESA monitors the implementation status of the projects mentioned in the ESPP4 Performance Plan as well as new projects that may have been included in the NOP and ERNIP and that can have a positive effect in the environmental area, in order to know their evolution as well as the impact on the corresponding indicators.
The measures (specially FRA and FUA) are being implemented and future improvements are expected to be observed in the comig years.”
KEP
Regarding initiatives implemented or planned that will improve this PI and how does the NSA intend on monitoring their effectiveness on performance, the NSA reports: “In contrast to the KEA, the KEP indicator has remained practically at the same level as in 2024 (-1%), due to the fact that, when referring to the Flight Plan, the operational measures implemented have no influence on the indicator.
This PI is monitored by AESA. Should any significant deviations be identified, the possible causes will be analysed as part of the annual monitoring process, in collaboration with the relevant stakeholder.”
KES
Regarding initiatives implemented or planned that will improve this PI and how does the NSA intend on monitoring their effectiveness on performance, the NSA reports: “As in the case of the KEP indicator, the KES has remained practically at the same level as in 2024 (-1%) despite the increase in traffic, due to the fact that, as it refers to the shortest plannable route, the operational measures implemented have no influence on the indicator.
This PI is monitored by AESA. Should any significant deviations be identified, the possible causes will be analysed as part of the annual monitoring process, in collaboration with the relevant stakeholder.”
Vertical flight efficiency
Regarding initiatives implemented or planned that will improve this PI and how does the NSA intend on monitoring their effectiveness on performance, the NSA reports: “This is a recently introduced indicator, and data are currently only available for 2025. The value reached in 2025 of 75% indicates that three-quarters of the route distance is covered at optimal or near optimal levels. Its performance will be monitored throughout the reference period.
This PI is monitored by AESA. Should any significant deviations be identified, the possible causes will be analysed as part of the annual monitoring process, in collaboration with the relevant stakeholder.”
Terminal performance
Additional taxi-out time (AXOT) (PI#4), Additional taxi-in time (AXIT) (PI#5) & Arrival Sequencing and Metering Area (ASMA) time (PI#6)
| Airport level | |||||||||||||||
| Airport |
Additional taxi-out time (PI#4)
|
Additional ASMA time (PI#6)
|
Additional taxi-in time (PI#5)
|
||||||||||||
|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|
| 2025 | 2026 | 2027 | 2028 | 2029 | 2025 | 2026 | 2027 | 2028 | 2029 | 2025 | 2026 | 2027 | 2028 | 2029 | |
| Alicante | 3.23 | NA | NA | NA | NA | 2.72 | NA | NA | NA | NA | 1.27 | NA | NA | NA | NA |
| Barcelona | 3.82 | NA | NA | NA | NA | 3.65 | NA | NA | NA | NA | 1.13 | NA | NA | NA | NA |
| Gran Canaria | 3.01 | NA | NA | NA | NA | 3.44 | NA | NA | NA | NA | 1.12 | NA | NA | NA | NA |
| Madrid Barajas | 3.62 | NA | NA | NA | NA | 2.63 | NA | NA | NA | NA | 2.19 | NA | NA | NA | NA |
| Malaga | 3.43 | NA | NA | NA | NA | 3.38 | NA | NA | NA | NA | 1.46 | NA | NA | NA | NA |
| Palma de Mallorca | 3.64 | NA | NA | NA | NA | 2.65 | NA | NA | NA | NA | 1.28 | NA | NA | NA | NA |
NoteFocus on AXOT, AXIT & ASMA
AXOT
Six Spanish airports are subject to the monitoring of this indicator: Madrid – Barajas, Barcelona, Palma de Mallorca, Málaga, Gran Canaria and Alicante. All of them except Alicante maintained the indicator within 0.1 minutes of variation compared to 2024.
Additional time in Madrid – Barajas in 2025 was equal to 3.62 min/dep, very close to 2024 value – last year of RP3 – of 3.65 min/dep.
Additional time in Barcelona in 2025 was equal to 3.82 min/dep, very close to 2024 value – last year of RP3 – of 3.78 min/dep.
Additional time in Palma de Mallorca in 2025 was equal to 3.64 min/dep, very close to 2024 value – last year of RP3 – of 3.70 min/dep.
Additional time in Málaga in 2025 increased to 3.43 min/dep, 4% higher than 2024 value – last year of RP3 – of 3.31 min/dep.
Additional time in Gran Canaria in 2025 decreased to 3.01 min/dep, 4% lower than 2024 value – last year of RP3 – of 3.12 min/dep.
Additional time in Alicante in 2025 increased to 3.23 min/dep, 5% higher than 2024 value – last year of RP3 – of 3.09 min/dep.
The average for RP4 airports subject to monitoring of this indicator across Member States in 2025 was 3.61 min/dep.
Regarding initiatives implemented or planned that will improve this PI and how does the NSA intend on monitoring their effectiveness on performance, the NSA reports: “The additional taxi out time (aggregated for the 6 airports monitored in RP4) has remained stable (+0,01 min/flight) compared with 2024 while traffic has increased by 3,5%.
In general, the highest additional taxi-out times throughout the year occur during the high season months of each airport, variations in this indicator are related to traffic especially at airports such as LEPA and LEMG.
In 2025 taxi times at LEMG and LEAL are higher than 2024 (+3,7% for LEMG and +4,5% for LEAL) due to traffic increase (+7% in LEMG and +16% in LEAL). Additionally, Barcelona and Palma airports experienced frequent adverse weather conditions over several months.
There is work in progress regarding the improvement of A-CDM in Madrid, Barcelona, Palma y Málaga:
- The project related to more accurate Taxi times/stand is almost finished.
- New TWR UPDATE A-DPI has already been implemented.
LEIB is monitored together with these 6 airports as it is one of the airports considered in the Spanish performance plan (ESPP4) for RP4. In 2025 it reaches a value of 2,97, lower (-5,4%) than the 2024 value (3,14). The additional taxi-out time (aggregated for the 7 airports monitored in RP4) has a value of 3,53 the same as in 2024.
This PI is monitored by AESA. Should any significant deviations be identified, the possible causes will be analysed as part of the annual monitoring process, in collaboration with the relevant stakeholder.”
AXIT
Six Spanish airports are subject to the monitoring of this indicator: Madrid – Barajas, Barcelona, Palma de Mallorca, Málaga, Gran Canaria and Alicante.
The additional time in 2025 was equal to 2.19 min/arr in Madrid, 1.13 min/arr in Barcelona, 1.28 min/arr in Palma, 1.46 min/arr in Málaga, 1.12 min/arr in Gran Canaria and 1.27 min/arr in Alicante.
The average for RP4 airports subject to monitoring of this indicator across Member States in 2025 was 1.71 min/arr.
Regarding initiatives implemented or planned that will improve this PI and how does the NSA intend on monitoring their effectiveness on performance, the NSA reports: “The additional taxi-in time (aggregated for the 6 airports monitored in RP4) has remained stable (+0,02 min/flight) compared with 2024 while traffic has increased by 3,5%.
In general, the highest additional taxi-in times throughout the year occur during the high season months of each airport, variations in this indicator are related to traffic especially at airports such as LEPA and LEMG.
In 2025 taxi-in times at LEMD are higher than 2024. Additionally, the number of heavy aircraft operating at the airport increased (+4,5%). The observed increase in taxi-in time in LEMD is mainly due to works carried out on the taxiway system near RWY 32L, particularly on sections A and M (information in SUP 163/24).
LEIB is monitored together with these 6 airports as it is one of the airports considered in the Spanish performance plan (ESPP4) for RP4. In 2025 it reaches a value of 1,43, higher (5,1%) than the 2024 value (1,36). The additional taxi-in time (aggregated for the 7 airports monitored in RP4) has a value of 1,50, +1,4% higher than the previous year (1,48).
This PI is monitored by AESA. Should any significant deviations be identified, the possible causes will be analysed as part of the annual monitoring process, in collaboration with the relevant stakeholder.”
ASMA
Six Spanish airports are subject to the monitoring of this indicator: Madrid – Barajas, Barcelona, Palma de Mallorca, Málaga, Gran Canaria and Alicante.
Additional time in Madrid – Barajas in 2025 decreased to 2.63 min/arr, 6% lower than 2024 value – last year of RP3 – of 2.81 min/arr.
Additional time in Barcelona in 2025 increased to 3.65 min/arr, 6% higher than 2024 value – last year of RP3 – of 3.43 min/arr.
Additional time in Palma de Mallorca in 2025 was equal to 2.65 min/arr, very close to 2024 value – last year of RP3 – of 2.64 min/arr.
Additional time in Málaga in 2025 decreased to 3.38 min/arr, 5% lower than 2024 value – last year of RP3 – of 3.57 min/arr.
Additional time in Gran Canaria in 2025 decreased to 3.44 min/arr, 15% lower than 2024 value – last year of RP3 – of 4.04 min/ arr.
Additional time in Alicante in 2025 decreased to 2.72 min/arr, 4% lower than 2024 value – last year of RP3 – of 2.84 min/ arr.
The average for RP4 airports subject to monitoring of this indicator across Member States in 2025 was 2.98 min/arr.
Regarding initiatives implemented or planned that will improve this PI and how does the NSA intend on monitoring their effectiveness on performance, the NSA reports: “The additional time in terminal area (aggregated for the 6 airports monitored in RP4) has decreased by 2,7% in 2025 compared to 2024, despite traffic increased (+3,5%).
In general, the highest additional ASMA times throughout the year occur during the high season months of each airport, variations in this indicator are related to traffic especially at airports such as LEPA and LEMG. Additionally, Barcelona and Palma airports experienced frequent adverse weather conditions over several months.
Some restructuring projects have been implemented in recent years:
- Reorganization of Canarias TMA
- PBN STARs and RNP APCH in Madrid TMA
Some restructuring projects are planned for the coming years in the main TMAs in Spain:
- PBN SIDs, ILS & RNP APCH in Palma TMA
LEIB is monitored together with these 6 airports as it is one of the airports considered in the Spanish performance plan (ESPP4) for RP4. In 2025 it reaches a value of 2,42, lower (-6,9%) than the 2024 value (2,60). The additional time in terminal airspace (aggregated for the 7 airports monitored in RP4) has a value of 3,02, -2,9% lower than the previous year (3,11).
This PI is monitored by AESA. Should any significant deviations be identified, the possible causes will be analysed as part of the annual monitoring process, in collaboration with the relevant stakeholder.”
NoteFocus on vertical flight efficiency of the descent and of the climb
Vertical flight efficiency of the descent
Compared to the overall RP4 average value (149.2 seconds per flight), average times flown level during descent are on average 46.7 seconds per flight lower in Spain. The highest average time flown level during descent happens at Ibiza (LEIB) (160.4 seconds per flight), while the lowest happens at Malaga (LEMG) (52.7 seconds per flight).
Regarding initiatives implemented or planned that will improve this PI and how does the NSA intend on monitoring their effectiveness on performance, the NSA reports: “This is a recently introduced indicator. In 2025 the indicator (aggregated for the 7 airports monitored in RP4) stands at 102,5 seconds, representing a 4,1% improvement compared with 2024. Its performance will be monitored throughout the reference period.
This PI is monitored by AESA. Should any significant deviations be identified, the possible causes will be analysed as part of the annual monitoring process, in collaboration with the relevant stakeholder.”
Vertical flight efficiency of the climb
Compared to the overall RP4 average value (34.8 seconds per flight), average times flown level during climb are on average 3.1 seconds per flight lower in Spain. The highest average time flown level during climb happens at Barcelona (LEBL) (44.2 seconds per flight), while the lowest happens at Gran Canaria (GCLP) (10.9 seconds per flight).
Regarding initiatives implemented or planned that will improve this PI and how does the NSA intend on monitoring their effectiveness on performance, the NSA reports: “This is a recently introduced indicator. In 2025 the indicator (aggregated for the 7 airports monitored in RP4) stands at 31,7 seconds, representing a 5,8% increase (+2 seconds of level flight time) compared with 2024. Its performance will be monitored throughout the reference period.
This PI is monitored by AESA. Should any significant deviations be identified, the possible causes will be analysed as part of the annual monitoring process, in collaboration with the relevant stakeholder.”
| Airport level | ||||||||||
| Airport |
Avg. duration in climb (PI#8)
|
Avg. duration in descent (PI#7)
|
||||||||
|---|---|---|---|---|---|---|---|---|---|---|
| 2025 | 2026 | 2027 | 2028 | 2029 | 2025 | 2026 | 2027 | 2028 | 2029 | |
| Gran Canaria | 10.9 | NA | NA | NA | NA | 55.9 | NA | NA | NA | NA |
| Alicante | 32.6 | NA | NA | NA | NA | 78.5 | NA | NA | NA | NA |
| Barcelona | 44.2 | NA | NA | NA | NA | 115.9 | NA | NA | NA | NA |
| Ibiza | 26.8 | NA | NA | NA | NA | 160.4 | NA | NA | NA | NA |
| Madrid Barajas | 31.8 | NA | NA | NA | NA | 117.2 | NA | NA | NA | NA |
| Malaga | 19.9 | NA | NA | NA | NA | 52.7 | NA | NA | NA | NA |
| Palma de Mallorca | 34.8 | NA | NA | NA | NA | 113.2 | NA | NA | NA | NA |
NoteFocus on Civil-Military dimension
Effective use of reserved or segregated local airspace
SPAIN reports a ratio of 53% - Total number of hours allocated & notified to NM: 36,479 - Total number of hours used: 19,353
Regarding initiatives implemented or planned that will improve this PI and how does the NSA intend on monitoring their effectiveness on performance, the NSA reports: “NSA MIL monitors values and promotes a better adjustments on the booked them to the needs. 2025 shows a reduction in the amount of allocated hours, showing an effort to increase the efficiency in the planning process. It is worth to highlight that Spain provides with actual use figures, instead of ERSA. This indicator is provided by the Spanish Air Force NSA.”
Rate of planning via available airspace structures
SPAIN reports that: - The ratio of planning via available airspace structures is 66% (via available restricted and segregated airspaces) - The ratio of planning via available airspace structures is 21% (via available conditional routes – CDR)
Regarding initiatives implemented or planned that will improve this PI and how does the NSA intend on monitoring their effectiveness on performance, the NSA reports: “In the coming years, we aim to improve this Performance Indicator (PI) through a number of measures, continuing with the introduction of new FUA restrictions to allow additional traffic flows through RSAs with military activity, the development of adjustable boundary procedures, the implementation of modular RSAs and improvements in the management of military RPAS activity. In addition, the implementation of FRA is expected to support more efficient flight planning through optimal routing. This PI is monitored annually to evaluate the evolution of the indicators because our ANSP, ENAIRE, which provides the data to calculate the indicator, requests it from Eurocontrol. Should any significant deviations be identified, the possible causes will be analysed as part of the annual monitoring process, in collaboration with the relevant stakeholder.”
Rate of using available airspace structures
SPAIN reports that: - The ratio of the use of the available airspace structures is 70% (via available restricted and segregated airspaces) - The ratio of the use of the available airspace structures is 56% (via available conditional routes – CDR)
Regarding initiatives implemented or planned that will improve this PI and how does the NSA intend on monitoring their effectiveness on performance, the NSA reports: “In the coming years, we aim to improve this Performance Indicator (PI) through a number of measures, continuing with the introduction of new FUA restrictions to allow additional traffic flows through RSAs with military activity, the development of adjustable boundary procedures, the implementation of modular RSAs and improvements in the management of military RPAS activity. In addition, the implementation of FRA is expected to support more efficient flight planning through optimal routing. This PI is monitored annually to evaluate the evolution of the indicators because our ANSP, ENAIRE, which provides the data to calculate the indicator, requests it from Eurocontrol. Should any significant deviations be identified, the possible causes will be analysed as part of the annual monitoring process, in collaboration with the relevant stakeholder.”