The third reference period (RP4) covers the calendar years 2025 to 2029 inclusive.

Legal context

The data and indicators for reference period 4 are in accordance with Commission Implementing Regulation (EU) 2024/3128 of 16 December 2024 amending Implementing Regulation (EU) 2019/317 as regards new and revised monitoring indicators for the performance and charging scheme in the single European sky.

RP4 SES States

The 27 EU Member States ( Austria, Belgium, Bulgaria, Croatia, Cyprus, Czech Republic, Denmark, Estonia, Finland, France, Germany, Greece, Hungary, Ireland, Italy, Latvia, Lithuania, Luxembourg, Malta, Netherlands, Poland, Portugal, Romania, Slovakia, Slovenia, Spain, Sweden) plus Norway and Switzerland (29 States in total).

KPIs for Union-wide target setting and indicators for monitoring at Union level

ANNEX I, Section 1 - Commission Implementing Regulation (EU) 2024/3128

1. SAFETY

1.1 Key performance indicators

The minimum level of the effectiveness of safety management to be achieved by air navigation service providers certified to provide air traffic services. This KPI measures the level of implementation of the following safety management objectives:

• (a) safety policy and objectives;
• (b) safety risk management;
• (c) safety assurance;
• (d) safety promotion;
• (e) safety culture.

1.2 Indicators for monitoring

• (a) The rate of runway incursions at Union level with a safety impact
• (b) The rate of separation minima infringements at Union level with a safety impact

2. ENVIRONMENT

2.1 Key performance indicators

The average horizontal en-route flight efficiency of the actual trajectory, calculated as follows:

• (a) the comparison between the length of the en route part of the actual trajectory derived from surveillance data and the achieved distance, summed over IFR flights within or traversing the European airspace as defined in Article 1;

• (b) “en route part” refers to the distance flown outside a circle of 40 NM around the airports;

• (c) where a flight departs from or arrives at an airport outside the European airspace, the entry or exit points of the European airspace are used for the calculation of this indicator as the origin or destination respectively, rather than the departure or destination airport;

• (d) where a flight departs from and arrives at an airport inside the European airspace and crosses non-European airspace, only the part inside the European airspace is used for the calculation of this indicator;

• (e) “achieved distance” is a function of the position of the entry and exit points of the flight into and out of each portion of airspace for all parts of the trajectory. Achieved distance represents the contribution that those points make to the great circle distance between origin and destination of the flight;

• (f) the indicator is calculated for the whole calendar year and for each year of the reference period, as an average. When calculating this average, the ten highest daily values and the ten lowest daily values are excluded from the calculation.

2.2 Indicators for monitoring

• (a) The average horizontal en-route flight efficiency of the last filed flight plan trajectory

• (b) The average horizontal en-route flight efficiency of the shortest constrained trajectory

• (c) The vertical flight efficiency of the actual trajectory between the top of climb and the top of descent, calculated as follows:

  • (i) this indicator is the percentage of the length of the actual trajectory flown within 1 000ft below, or at any altitude above the planned flight level from the last filed flight plan, summed over all IFR flights within or traversing European airspace
  • (ii) the indicator is calculated as a percentage for the whole calendar year and for each year of the reference period.

• (d) The effective use of reserved or segregated airspace calculated as the ratio of the finally used time for segregation or reservation from general air traffic to the initially allocated time for the activity requiring segregation or reservation. The indicator is calculated for all airspace allocations notified to the Network Manager.

• (e) The rate of planning through available airspace structures, including reserved or segregated airspace, for general air traffic calculated as the percentage of aircraft filing flight plans via such airspace structures to the number of aircraft that could have planned through those airspace structures. The indicator is calculated for all airspace allocations notified to the Network Manager.

• (f) The rate of using available airspace structures, including reserved or segregated airspace, by general air traffic calculated as the percentage of aircraft flying via such airspace structures to the number of aircraft that could have planned through these airspace structures. The indicator is calculated for all airspace allocations notified to the Network Manager.

3. CAPACITY

3.1 Key performance indicators

Minutes of en route ATFM delay per flight

• (a) the en route ATFM delay is the delay calculated by the Network Manager, expressed as the difference between the estimated take-off time and the calculated take-off time allocated by the Network Manager;

• (b) for the purposes of this indicator: : ‘estimated take-off time” means the forecast of time when the aircraft will become airborne calculated by the Network Manager and based on the last estimated off-block time, or target off-block time for those airports covered by airport collaborative decision-making procedures, plus the estimated taxi-out time calculated by the Network Manager; : ‘calculated take-off time” means the time allocated by the Network Manager on the day of operation, as a result of tactical slot allocation, at which a flight is expected to become airborne; : ‘estimated taxi-out time” means the estimated time between off-block and take-off. This estimate includes any delay buffer time at the holding point or remote de-icing prior to take-off;

• (c) this indicator covers all IFR flights and all ATFM delay causes, excluding exceptional events;

• (d) this indicator is calculated for the whole calendar year and for each year of the reference period.

3.2 Indicators for monitoring

• (a) The average time, expressed in minutes, of arrival ATFM delay per flight attributable to terminal and airport air navigation services and caused by landing restrictions at the destination airport

• (b) The percentage of flights with en route ATFM delay greater than 15 minutes

• (c) The average time, expressed in minutes, of all cause-departure delay per flight

4. COST-EFFICIENCY

4.1 Key performance indicators

The year-on-year change of the average Union-wide ‘determined unit cost’ (DUC) for en route air navigation services, calculated as follows:

• (a) a percentage, reflecting the year-on-year variation of the average Union-wide DUC for en route air navigation services, starting from the baseline value referred to in Article 9(4), point (a);

• (b) calculated for the whole calendar year and for each year of the reference period;

• (c) the average Union-wide DUC for en route air navigation services is the ratio between the en route determined costs and the en route forecast traffic, expressed in en route service units, expected during each year of the reference period at Union level, as contained in the Commission’s assumptions for establishing the Union-wide performance targets in accordance with Article 9(3);

• (d) the average Union-wide DUC for en route air navigation services is calculated in euro and in real terms.

4.2 Indicators for monitoring

• The actual unit cost incurred by users separately for en route and terminal air navigation services at Union level, calculated as follows:

• (a) the weighted average of the sum of the DUC for each Member State for air navigation services and of the adjustments in accordance with Article 25(2) stemming from that year;

• (b) expressed in euro and in nominal terms;

• (c) calculated for the whole calendar year and for each year of the reference period.

KPIs for target setting at local level and indicators for monitoring at local level

ANNEX I, Section 2 - Commission Implementing Regulation (EU) 2024/3128

1. SAFETY

1.1 Key performance indicators

The level of the effectiveness of safety management in accordance with point 1.1 of Section 1. For the purposes of this indicator, “local” means at the level of air navigation service providers.

1.2 Indicators for monitoring

• (a) The rate of runway incursions at airports located in a Member State, calculated as the total number of runway incursions with a safety impact that occurred at those airports divided by the total number of instrument flight rules (IFR) and visual flight rules (VFR) movements at those airports.

• (b) The rate of separation minima infringements within the airspace of all controlling air traffic services units in a Member State, calculated as the total number of separation minima infringements with a safety impact that occurred in that airspace divided by the total number of controlled flight hours within that airspace.

• (c) The rate of runway incursions at an airport calculated as the total number of runway incursions with any contribution from air traffic services or communication, navigation and surveillance (CNS) services with a safety impact that occurred at that airport divided by the total number of IFR and VFR movements at that airport.

• (d) The rate of separation minima infringements within the airspace where the air navigation service provider provides air traffic services, calculated as the total number of separation minima infringements with any contribution from air traffic services, or CNS services with a safety impact divided by the total number of controlled flight hours within that airspace.

The indicators for monitoring referred to in this point shall be calculated for the whole calendar year and for each year of the reference period. For the purposes of the indicators set out in points (a) and (c), “local” means at airport level. For the purposes of the indicator set out in point (b), “local” means at national level. For the purposes of the indicator set out in point (d), “local” means the level of air navigation service providers.

2. ENVIRONMENT

2.1 Key performance indicators

The average horizontal en-route flight inefficiency of the actual trajectory.

• (f) for the purposes of this indicator, “local” means at national level or at the level of functional airspace blocks, depending on the level at which the performance plan is established;;

• (g) the indicator is calculated for the whole calendar year and for each year of the reference period, as an average. When calculating this average, the ten highest daily values and the ten lowest daily values are excluded from the calculation.

2.2 Indicators for monitoring

• (a) The average horizontal en-route flight efficiency of the last filed flight plan trajectory

• (b) The average horizontal en-route flight efficiency of the shortest constrained trajectory

• (c) The vertical flight efficiency of the actual trajectory between the top of climb and the top of descent, calculated as follows:

  • (i) this indicator is the percentage of the length of the actual trajectory flown within 1 000ft below, or at any altitude above the planned flight level from the last filed flight plan, summed over all IFR flights within or traversing the local airspace.
  • (ii) the indicator is calculated as a percentage for the whole calendar year and for each year of the reference period.

• (d) The additional time in the taxi-out phase, calculated at local level as follows:

  • (i) the difference between the actual taxi-out time and the reference taxi-out time;
  • (ii) the reference taxi-out time represents the optimal transit time required to taxi-out without holding;
  • (iii) expressed in minutes per departure, calculated for the whole calendar year and for each year of the reference period.

• (e) The [additional time in the taxi-in phase][atit], calculated at local level as follows:

  • (i) the difference between the actual taxi-in time and the reference taxi-in time;
  • (ii) the reference taxi-in time represents the optimal transit time required to taxi-in without holding;
  • (iii) expressed in minutes per arrival, calculated for the whole calendar year and for each year of the reference period.

• (f) The additional time in terminal airspace, calculated at local level as follows:

  • (i) the difference between the Arrival Sequencing and Metering Area (ASMA) transit time and the reference time based on ASMA transit times;
  • (ii) the reference ASMA time represents the transit time required to execute the approach without holding or vectoring;
  • (iii) expressed in minutes per arrival calculated for the whole calendar year and for each year of the reference period;
  • (iv) the ASMA is defined as a cylinder with a radius of 40 NM around the arrival airport.

• (g) The vertical flight efficiency of the descent, calculated at local level as follows:

  • (i) the duration of level flight from the top of descent to landing of all arriving IFR flights;
  • (ii) expressed as the average duration of level flight in seconds per arrival;
  • (iii) calculated for the whole calendar year and for each year of the reference period.

• (h) The vertical flight efficiency of the climb, calculated at local level as follows:

  • (i) the duration of level flight from take-off to the top of climb of all departing IFR flights;
  • (ii) expressed as the average duration of level flight in seconds per departure;
  • (iii) calculated for the whole calendar year and for each year of the reference period.

• (f) The effective use of reserved or segregated local airspace, calculated in accordance with point 2.2(d) of Section 1.

• (g) The rate of planning via available local airspace structures, calculated in accordance with point 2.2(e) of Section 1.

• (h) The rate of using available local airspace structures, calculated in accordance with point 2.2(f) of Section 1.

For the purposes of the indicators set out in points (a), (b), and (c), “local” means at national level or at the level of functional airspace blocks depending on the level at which the performance plan is established, including cases of delegation of the responsibility for the provision of air traffic services as a result of collaborative cross-border arrangements.

For the purposes of the indicators set out in points (d), (e) and (f), “local” means at airport level with a minimum of 80 000IFR air transport movements per year.

For the purposes of the indicators set out in points (g) and (h), “local” means at airport level.

For the purposes of the indicators set out in points (i), (j) and (k), “local” means at national level with a breakdown at the level of area control centres’ area of responsibility, including cases of delegation of the responsibility for the provision of air traffic services as a result of collaborative cross-border arrangements.

3. CAPACITY

3.1 Key performance indicators

• (a) The average time, expressed in minutes, of en route ATFM delay per flight attributable to air navigation services, calculated as follows:

  • (i) the en route ATFM delay, calculated in accordance with point 3.1 of Section 1;
  • (ii) this indicator covers all IFR flights traversing the local airspace and all ATFM delay causes, excluding exceptional events; it also covers IFR flights traversing other airspaces, when delay corrections are applied as a result of the post-operations delay adjustment process coordinated by the Network Manager through which operational stakeholders notify the Network Manager of issues that relate to ATFM delay measurement, classification and assignment;
  • (iii) calculated for the whole calendar year and for each year of the reference period;
  • (iv) for monitoring, the values calculated for this indicator are broken down at national level in case the performance plan is established at functional airspace block level, including cases of delegation of the responsibility for the provision of air traffic services as a result of collaborative cross-border arrangements.

• (b) The average time, expressed in minutes, of arrival ATFM delay per flight attributable to terminal and airport air navigation services, calculated at local level as follows:

  • (i) the average arrival delay at the destination airport caused by ATFM regulations per inbound IFR flight;
  • (ii) cover all IFR flights landing at the destination airport and all ATFM delay causes, excluding exceptional events;
  • (iii) calculated for the whole calendar year and for each year of the reference period;
  • (iv) for monitoring, the values calculated for this indicator are broken down at airport level.

For the purposes of the indicator set out in point (a), “local” means at national level or at the level of functional airspace blocks depending on the level at which the performance plan is established. For the purposes of the indicator set out in point (b), “local” means at national level.

3.2 Indicators for monitoring

• (a) The percentage of IFR flights adhering to their ATFM departure slots at local level calculated for the whole calendar year and for each year of the reference period.

• (b) The average time, expressed in minutes, of air traffic control pre-departure delay per flight caused by take-off restrictions at the departure airport, calculated at local level as follows:

  • (i) the average air traffic control pre-departure delay per outbound IFR flight;
  • (ii) include all IFR flights taking off at the departure airport and cover delays in start-up caused by air traffic control constraints when the aircraft is ready to leave the departure stand;
  • (iii) this indicator is calculated for the whole calendar year and for each year of the reference period.

• (c) The average time, expressed in minutes, of departure delay from all causes per flight, calculated at local level in accordance with point 3.2(c) of Section 1.

• (d) The percentage of the total en route ATFM delay minutes that occurred on days when the daily throughput was above the expected daily traffic, calculated as follows:

  • (i) en route ATFM delay calculated in accordance with point 3.1 of Section 1;
  • (ii) expected daily traffic refers to the daily traffic profile (guideline traffic) calculated by the Network Manager in January of each year;
  • (iii) airspace throughput and traffic demand are measured as daily IFR flight entries in the airspace;
  • (iv) the airspace is the area of responsibility defined for the calculation of en route ATFM delays.

• (e) The annual weighted average of the daily peak throughput, expressed as a number of IFR flights per hour, calculated as follows:

  • (i) the daily peak throughput is an arithmetic average of the number of IFR flights during the three hours of each day with the highest number of flights;
  • (ii) the value used to calculate the weighting is the number of IFR flights per day.

For the purposes of the indicator set out in point (a), “local” means at national level with a breakdown at airport level. For the purposes of the indicators set out in points (b) and (c), “local” means at airport level for airports with 80 000IFR air transport movements or more per year. For the purposes of indicators set out in points (d) and (e), “local” means at area control centre level.

4. COST-EFFICIENCY

4.1 Key performance indicators

• (a) The DUC for en route air navigation services, calculated as follows:

  • (i) the ratio between the en route determined costs and the forecast traffic in the charging zone, expressed in en route service units, expected during each year of the reference period at local level, contained in the performance plans;
  • (ii) expressed in real terms and in national currency;
  • (iii) calculated for the whole calendar year and for each year of the reference period.

• (b) The DUC for terminal air navigation services, calculated as follows:

  • (i) the ratio between the determined costs and the forecast traffic, expressed in terminal service units, expected during each year of the reference period at local level, contained in the performance plans;
  • (ii) expressed in real terms and in national currency;
  • (iii) calculated for the whole calendar year and for each year of the reference period.

For the purposes of the indicators set out in points (a) and (b), “local” means at charging zone level.

4.2 Indicators for monitoring

The actual unit cost incurred by users separately for en route and terminal air navigation services, calculated as follows:

• (a) a sum of the DUC for air navigation services and of the adjustments in accordance with Article 25(2) stemming from that year;

• (b) expressed in nominal terms and in national currency;

• (c) calculated for the charging zone level for the whole calendar year and for each year of the reference period.