Environment - Switzerland

PRB monitoring

Switzerland registered a KEA performance of 4.14% compared to its local breakdown value of 4.34%. Whilst the FABEC local target was not achieved, Switzerland contributed positively towards Union-wide performance. The NSA noted that performance slightly decreased in 2025 compared to 2024 due to increased traffic which is the main factor for a deterioration of flight trajectories.
KEP and KES remained stable compared with 2024.
VFE of the actual trajectory was at 75.3%, which was worse than the Union-wide average.
The average time in level flight during descent remained stable and during climb deteriorated marginally compared to 2024.
Additional taxi-out time was 3.49 min/flight and additional taxi-in time was 1.39 min/flight. Both deteriorated marginally compared with 2024.
Additional time in the arrival sequencing and metering area remained stable at 3.41 min/flight.

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)

Focus on en route performance

KEA

After an improvement in 2024, Switzerland has seen a slight degradation in 2025. The values are 4.43% in 2023, 4.10% in 2024 and 4.14% in 2025 for KEA. For the value corrected for the influence of the war in Ukraine, on the other hand, the values are 4.36% in 2023, 4.02% in 2024 and 4.07% in 2025. Those values correspond to a ranking of 22^nd for KEA and 28^th for the corrected KEA.

The relatively short distances mean that the contribution of Switzerland to the total additional distance in the SES area sits as 15^th in the ranking, with a value of 1.91%.

Regarding the assessment of the achieved level of actual performance in the environment KPA, the NSA reports: “In 2025, Switzerland has met its KPA environment target, with the KEA reaching 4.14% compared to the goal of 4.34%, a difference of 0.20 percentage points.

Performance slightly decreased in 2025 compared to 2024 due to increased traffic which is the main factor for a deterioration of flight trajectories. The positive trend set by the Free Route Airspace (FRA) in 2023 and 2024 while still playing may have reach its limit for absobing new trafic without impairing too drastically KEA. Trafic forecast

The expansion and growing use of Free Route Airspace (FRA) enables more direct and efficient flight planning. While FRA had a limited effect on KEA, it significantly improved KEP performance, especially at the Swiss-German border (cross-border FRA), allowing for more direct planned routes. These more efficient trajectories reduce fuel consumption, as aircraft can carry less fuel and thus fly lighter.

Within Switzerland, the internal KEA component stands at 0.8%, indicating that 99.2% of trajectories between CH FIR entry and exit points are direct showing stability. The most notable improvement from 2023 occurred at the CH FIR interface, with a 10% efficiency gain, likely due to cross-border FRA enhancements and fewer industrial actions in neighboring countries.

This case once again highlights that the KEA indicator does not fully reflect the performance of the air navigation service provider. Performance is influenced by multiple interdependent factors, such as safety, capacity, cost-efficiency, and weather, and responsibility is shared among various stakeholders, including airspace users and the Network Manager (NM).”

Regarding the implementation of major operational or structural changes during the calendar year impacting performance in this key performance area, the NSA reports: “Free Route Airspace Switzerland (FRACH), referenced in ERNIP 92.065, was implemented in December 2022, positively influencing HFE performance since then. Its primary objective was to enhance skyguide’s service to airspace users by enabling shorter flight paths and simplifying the Route Availability Document (RAD) where feasible.

At the same time, Cross-Border FRA between Switzerland and Germany (CHE/DEU, ERNIP 102.006) was launched. This initiative introduced limited cross-border operations using mandatory FRA points strategically placed away from ATC sector boundaries to minimize flight distances between FRA zones. Further enhancements are planned to expand cross-border FRA operations and reduce network inefficiencies.

A FABEC study comparing February 2023 to February 2020 highlighted the benefits of cross-border FRA. It showed improvements in HFE for both internal and interface components. With strike days excluded, the study found that:

- HFE-KEP improved by 0.88%, indicating shorter planned trajectories and reduced fuel requirements.

- HFE-KEA improved by 0.22%.

Additional Cross-Border FRA are planned between 2026 and 2028 to improve operations between Switzerland and France (CHE/FRA ERNIP 102.036, CHE/FRA ERNIP 102.028)“

Regarding progress on the implementation of the measures committed to in the ERNIP, the NSA reports: “skyguide's FRA-CH and cross-border FRA measures are progressing as planned (ERNIP entries 92.065 and 102.006). Further cross-border FRA developments at the CHE/FRA border (102.036, 102.028) are planned for 2026-2028.”

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: “Compared with 2024 (6.35%), the flight efficiency of the planned route slightly declined in 2025 (6.41%). However, it remains above the 2023 level, when the deployment of Free Route Airspace (FRA) began to deliver benefits.

The FRA-CH, implemented at the end of 2022 and further developed, brought significant improvements at KEP level thanks to its cross-border design. Further cross-border developments are planned.”

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: “Despite an increase in traffic, the flight efficiency of the shortest constrained route remained satble in 2025 (6.04%).

FRA-CH was implemented at the end of 2022, bringing significant improvements at KES level thanks to its cross-border design. Since then, further cross-border developments have been implemented and more are planned.

The difference between KEP and KES is is increasing from 0.31% in 2024 to 0.37%. It shows the difference between the cheapest and the shortest available route.”

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: “Vertical fligtht efficiency for the en-route part of the trajectory is a new performance indicator on which there has been no previous performance result published.

As for Horizontal Flight Efficiency, this indicator benefits from FRA-CH deployment and FUA improvement. It is also sensitive to capacity shortfall and increased convective weather.

FRA-CH was implemented at the end of 2022. Since then, further cross-border developments have been implemented and more are planned.

Additional FUA activities are planned to improve tools, processes and procedures to allocate airspace according to both CIV and MIL needs.

FUA has also developed”

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	Additional taxi-out time (PI#4)					Additional ASMA time (PI#6)					Additional taxi-in time (PI#5)
Airport level
Airport	2025	2026	2027	2028	2029	2025	2026	2027	2028	2029	2025	2026	2027	2028	2029
Geneva	3.76	NA	NA	NA	NA	3.33	NA	NA	NA	NA	1.17	NA	NA	NA	NA
Zurich	3.30	NA	NA	NA	NA	3.46	NA	NA	NA	NA	1.54	NA	NA	NA	NA

Focus on AXOT, AXIT & ASMA

AXOT

The additional time in Zurich in 2025 decreased to 3.30 min/dep, 4% lower than 2024 value – last year of RP3 – of 3.43 min/dep (using the new methodology).

The additional time in Geneva in 2025 increased to 3.76 min/dep, 14% higher than 2024 value – last year of RP3 – of 3.29 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: “Ground efficiency has suffered from increased traffic in the summer of 2025.

Further improvements will result from the use of :

1. the CP1 Airport Operation Plan, although it should be noted that taxi-out time is dependent on weather conditions, particularly if de-icing is required.

2. the deployment of new DARTS (LSZH only) where various ground efficiency elements are expected”

AXIT

The additional time in Zurich in 2025 was equal to 1.54 min/arr.

The additional time in Geneva in 2025 was equal to 1.17 min/arr.

The average for RP4 airports subject to monitoring of this indicator across Member States in 2025 was 1.71 min/arr.

Further improvements will result from the use of :

1. the CP1 Airport Operation Plan, although it should be noted that taxi-out time is dependent on weather conditions, particularly if de-icing is required.

2. the deployment of new DARTS (LSZH only) where various ground efficiency elements are expected”

ASMA

The additional time in Zurich in 2025 decreased to 3.46 min/arr, 2% lower than the 2024 value – last year of RP3 – of 3.54 min/arr (using the new methodology).

The additional time in Geneva in 2025 decreased to 3.33 min/arr, 3% lower than the 2024 value – last year of RP3 – of 3.45 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: “Efficiency within the last 40NM (additional time in descent flight phase) around LSZH and LSGG decreased in 2025 due to traffic increase.

In LSZH, XMAN, AOP (thanks to the TTA used through the TTMS tool implemented by Zurich Airport) and Leading Optimised Runway Delivery (LORD) projects should help improving performance.

In LSGG, the deployment of an AMAN and LORD should help improve the performance.”

Vertical flight efficiency of the descent (PI#7) and of the climb (PI#8)

Focus 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 30.6 seconds per flight higher in Switzerland. The highest average time flown level during descent happens at Geneva (LSGG) (193.8 seconds per flight), while the lowest happens at Zurich (LSZH) (170.8 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: “Vertical flight efficiency from Top of Descent remained stable in 2025 despite traffic increase. CDOs can be flown only when traffic is reduced.

In 2025, the average duration of level-off segments during the descent phase was 2.8 minutes at Geneva Airport and 3.2 minutes at Zurich Airport, compared with an average of 2.8 minutes across the top 30 European airports.

Skyguide was audited in 2023, 2024 and 2025 by CANSO for CCO/CDO practices in ZRH and GVA as part of its GreenATM accreditation. Room for improvement is identified and corrective actions will be taken.

Skyguide continues to work with the airlines to improve the CCO/CDO rate. The OMASI trial with Swiss, aimed at implementing dynamic RAD on the border between France and Switzerland, OMASI waypoint, and thus enabling CDO from Top of Descent, was completed in March 2024. It shows impressive results and even if post-trial analysis determine that it can be continued because of its impact on capacity, improvement measured could be found.

Projects are planned to implement an AMAN in Geneva and optimize the Extended-AMAN (XMAN) in Zurich. The AMAN plays a critical role in ensuring that CDO can be executed effectively. By optimizing traffic flow, coordinating arrivals, and minimizing disruptions, AMAN enhances the ability of aircraft to maintain a smooth, uninterrupted descent.

Furthermore, in LSZH, LADY (Lean AMAN Development Yielder) will improve the inbound trajectory calculation, thus allowing the ATCOs to deliver a highly reliable "miles to touchdown" information to the pilots, which in turn will allow them to optimise their descents and contribute to our CDO objectives.

To further optimise CCO/CDO, a project based on new controller tools (including AMAN) and airspace design is planned”

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 12.2 seconds per flight higher in Switzerland. The highest average time flown level during climb happens at Zurich (LSZH) (53.2 seconds per flight), while the lowest happens at Geneva (LSGG) (37.3 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: “Vertical flight efficiency to Top of Climb remained stable in 2025 despite traffic increase. CCOs can be flown only when traffic is reduced.

In 2025, the average duration of level-off segments during the climb phase was 0.6 minutes at Geneva Airport and 0.9 minutes at Zurich Airport, compared with an average of 0.5 minutes across the top 30 European airports.

Projects are planned to renew the DMAN in Zurich and implement one in Geneva. The DMAN has a positive impact on CCO by Optimisation of departure trajectories (i.e. better planning and management of departures, optimisation of flight paths from the outset),

Reducing climb disruptions (i.e. DMAN helps to coordinate departures more smoothly, minimising air traffic control interventions that could disrupt a continuous climb. For example, it can help to avoid intermediate steps in the climb that would require the CCO to be interrupted. This is particularly true when the DMAN and AMAN are linked, as is the case at Zurich).

To further optimise CCO/CDO, a project based on new controller tools (including DMAN) and airspace design is planned.”

Airport	Avg. duration in climb (PI#8)					Avg. duration in descent (PI#7)
Airport level
Airport	2025	2026	2027	2028	2029	2025	2026	2027	2028	2029
Geneva	37.3	NA	NA	NA	NA	193.8	NA	NA	NA	NA
Zurich	53.2	NA	NA	NA	NA	170.8	NA	NA	NA	NA

Civil-Military dimension

Focus on Civil-Military dimension

Effective use of reserved or segregated local airspace

SWITZERLAND reports a ratio of 92.47% - Number of hours allocated & notified to NM: 21,570 - Number of hours used: 19,983 GENEVA ACC reports a ratio of 93% - Number of hours allocated & notified to NM: 9,002 - Number of hours used: 8,415 ZURICH ACC reports a ratio of 92% - Number of hours allocated & notified to NM: 12,568 - Number of hours used: 11,568

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: “Ongoing national civil-military initiatives Enabled the technical capabilities for applying VPA, working on implementation of Dynamic RAD in Switzerland and in the frame of the CIV MIL ASM System we are implementing a fully integrated ASM data transfer from input by airspace user until output to airspace user as well as to ATCO radar. Monitoring of effectiveness Military mission effectivness increased over the last years and fulfillment of planned missions is improving. CH NSA measure and analyze the PIs in a regular basis in order to better assess (and improve, if necessary) the effectiveness of national FUA processes.”

Rate of planning via available airspace structures

SWITZERLAND reports that: - The ratio of planning via available airspace structures is 81.05% (via available restricted and segregated airspace) GENEVA ACC - The ratio of planning via available airspace structures is 87% (via available restricted and segregated airspace) ZURICH ACC - The ratio of planning via available airspace structures is 79.00% (via available restricted and segregated airspace)

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: “FPL filed and flown on CDRs is not available in PRISMIL and would need to be added. However, all CDRs have be removed from our FUA restrictions since 14.05.2026, so for us, it makes no more sense to report on this. Ongoing national civil-military initiatives Enabled the technical capabilities for applying VPA, working on implementation of Dynamic RAD in Switzerland and in the frame of the CIV MIL ASM System we are implementing a fully integrated ASM data transfer from input by airspace user until output to airspace user as well as to ATCO radar. Monitoring of effectiveness Military mission planning remains stable at a high level over years implying more reliable flight planning by AUs across Swiss airspace. CH NSA measure and analyze the PIs in a regular basis in order to better assess (and improve, if necessary) the effectiveness of national FUA processes.”

Rate of using available airspace structures

SWITZERLAND reports that: - The ratio of the use of the available airspace structures is 65.58% (via available restricted and segregated airspace) GENEVA ACC - The ratio of the use of the available airspace structures is 73% (via available restricted and segregated airspace) ZURICH ACC - The ratio of the use of the available airspace structures is 64% (via available restricted and segregated airspace)

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: “FPL filed and flown on CDRs is not available in PRISMIL and would need to be added. However, all CDRs have be removed from our FUA restrictions since 14.05.2026, so for us, it makes no more sense to report on this. Ongoing national civil-military initiatives Enabled the technical capabilities for applying VPA, working on implementation of Dynamic RAD in Switzerland and in the frame of the CIV MIL ASM System we are implementing a fully integrated ASM data transfer from input by airspace user until output to airspace user as well as to ATCO radar. Monitoring of effectiveness Military mission planning remained stable at a high level over years implying more reliable flight planning by AUs across Swiss airspace. CH NSA measure and analyze the PIs in a regular basis in order to better assess (and improve, if necessary) the effectiveness of national FUA processes.”