AXOT
The additional time in 2025 decreased to 2.65 min/dep, 10% below 2024 value – last year of RP3 – of 2.95 min/dep (using the new methodology).
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 A-CDM validation started in October 2025 which results in all departure aircrafts get an allocated window for push back, TSAT (Target Start Up Window). This reduces the risk of quening aircrafts on taxiways during peak hour. Comparing actual taxi out time to estimated taxi our time, 92.96 % of all departures during 2025 was within acceptance window of 3 minutes difference (minimum target: 90%). Continous ops work in TWR to reduce taxi-out times.
Note that there is a new methodology calculating this PI which has to be taken into consideration comparing historical performance.”
AXIT
The additional time in 2025 was equal to 1.27 min/arr.
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: “Swedavia will start sending GAPI (General Arrival Planning Information) to Eurocontrol (NMOC) as the next validation phase once A-CDM is complete. In the long term, this will reduce the risk of early arrivals having to wait at busy gates, which will contribute to shorter taxi- in times in the long term. Countinous ops work in TWR to reduce taxi-in times.”
ASMA
The additional time in 2025 increased to 2.54 min/arr, 17% above the 2024 value – last year of RP3 – of 2.18 min/arr (using the new methodology).
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: “There is a new methodology calculating this PI. The PI has increased according to the available data using the legacy methodology. However, the data presented in this table is based on the new methodology.
Nevertheless, the relevant drivers behind the development of this PI, as well as ongoing initiatives, have been analysed.
With regard to initiatives, LFV and Swedavia are jointly conducting the SWEA project, aimed at modernising traffic flows within the Stockholm area. The project will result in a major redesign of traffic flows within Stockholm TMA and adjacent ACC sectors. The redesign is currently planned for implementation no earlier than November 2027, representing a postponement compared with last year’s reporting. In addition, parallel approaches (established on RNP-AR + ILS) were implemented during autumn 2025.
Parallel approaches are expected to contribute positively to performance and, over time, reduce ASMA values. At the same time, other developments within the Swedish aviation market may have had a negative impact. From the beginning of 2025, a significant share of traffic previously operating at Bromma was transferred to Arlanda following a consolidation of the Swedish domestic aviation market. This may have affected ASMA performance due to an increased proportion of turboprop traffic within the arrival flow.
The overall trade-off is difficult to assess, as the reduced complexity resulting from lower traffic levels at Bromma — located in close proximity to Stockholm-Arlanda — must be balanced against the increased traffic load at Arlanda itself. Overall, LFV considers that arrival efficiency at Arlanda improved during 2025.
The NSA will continue to monitor the development of this PI and the associated reference values. The NSA welcomes further dialogue regarding this outcome if considered useful.”