French air traffic controllers, known for their relatively short working hours and high compensation, have come under renewed scrutiny following critical reports from the French Senate and the Court of Auditors. These official assessments depict a system plagued by labor disputes, outdated technology, and management deficiencies, raising concerns about France’s pivotal role in European air traffic control.
The reports, released in early July 2026, highlight that France’s approximately 4,000 controllers earn an average salary of €110,000 annually while working just 22 hours per week. They also benefit from early retirement options, typically retiring at age 59 with generous pensions. The Court of Auditors criticized what it described as widespread “self-scheduling,” a practice allowing controllers to take unofficial time off during quieter periods, despite attempts to curb it through biometric attendance systems. However, only 80 percent of these clocking-on badges have been implemented, undermining efforts to monitor attendance rigorously.
France’s central position in European airspace means that half of the flights controlled by its air traffic services do not even land or take off from French territory. This makes the country a crucial hub, intensifying the impact of any delays or disruptions. The reports detail that a strike involving just 250 controllers on July 3 and 4, 2024, led to the cancellation of 1,400 flights and disrupted travel for approximately one million passengers across Europe, resulting in estimated losses of €120 million.
The French air traffic control system’s shortcomings have not only drawn domestic criticism but also provoked strong reactions from airlines operating across Europe. Michael O’Leary, chief executive of Ryanair, described French controllers as “holding European families to ransom,” accusing them of mismanagement and underperformance. Neal McMahon, Ryanair’s chief operating officer, echoed these sentiments, describing the system as “woefully mismanaged, understaffed, underproductive and still using technology that belongs in a museum.” Airlines such as Air France and British Airways have also called for guarantees of minimum control services to prevent repeated disruptions.
In response to the reports, the Court of Auditors proposed restructuring the French air traffic control system by transferring oversight from the Transport Ministry’s Civil Aviation Directorate (DGAC) to a semi-private entity similar to the National Air Traffic Services (Nats) model used in Britain and several other European countries. Such a reform has traditionally been a sensitive topic in France, provoking strong opposition from unions.
The General Confederation of Labour (CGT), one of the main unions representing controllers, denounced the proposal as a provocation likely to trigger industrial action. They countered claims of excessive benefits, stating that the subsidized sports facilities available to controllers are standard for all civil servants.
Chems Chkioua, appointed to lead the DGAC in October 2025, rejected the more severe characterizations presented in the reports. He described the findings as reflective of the situation in 2025 but argued that recent reforms introduced in 2026 have improved performance. According to Chkioua, these measures have led to a 35 percent reduction in delays compared to the previous year’s figures.
Despite these reassurances, tensions remain high as French air traffic controllers continue to wield significant influence over Europe’s skies, and calls for modernization and reform persist from both national and international stakeholders.