LONDON — If you have ever sat on the tarmac in Heathrow, Frankfurt or Barcelona wondering why your flight is delayed yet again, International Air Transport Association Director General Willie Walsh feels your pain—and he insists the airlines should not be the ones paying for it. Speaking during last week’s World Aviation Festival, the former British Airways chief executive unloaded on Europe’s chronic air-traffic control walkouts, which he says force carriers to eat the cost of cancellations and missed connections that ripple across the continent.
Air-traffic control strikes are piling costs on airlines
The flash point, according to Walsh, is France, where unionized air-traffic controllers have staged a succession of strikes over labor and pension issues. Each time they down tools, traffic managers restrict the number of aircraft that can enter French airspace. Those caps cause a domino effect: flights that were supposed to cross France—whether or not they are landing in the country—are rerouted, delayed or scrapped altogether, throwing off crew schedules and slot allocations throughout Europe. “Strikes, particularly in France, continue to impact the whole European network,” Walsh said at the festival. The veteran airline leader called the situation “unacceptable,” adding that carriers are routinely saddled with hotel, meal and re-booking expenses even though the disruption is outside their control.
Why the bill lands on your airline ticket
Europe’s consumer-protection regime, known as EU Regulation 261, requires airlines to compensate or assist passengers when flights are delayed or canceled. The measure has been a win for travelers since its adoption in 2004, but Walsh contends that lawmakers never anticipated the scope of air-traffic labor action now seen across the bloc. When controllers strike, airlines must still comply with the compensation rules even though the cause of the delay is an external, state-run monopoly. Walsh argued that public ATC providers “face no pressure to improve their performance” because their funding formulas allow them to pass higher operating costs directly to carriers as user fees. “We pay the bill when ATC does not deliver and flights are cancelled,” he warned.
Overflying France: a last-resort workaround
Because negotiations with Brussels have yet to yield a fix, IATA is exploring the possibility of allowing commercial jets to “overfly” France with only minimal cooperation from French controllers. The arrangement would rely on neighboring air-navigation authorities to guide traffic along set corridors, similar to the way transatlantic flights transition between U.K. and Irish oceanic sectors. Walsh conceded the idea remains complicated—especially in one of the world’s busiest pieces of airspace—but said the group is “continuing to push it.” If approved, the measure could allow airlines to maintain schedules during future French walkouts, trimming delays for passengers bound for Spain, Portugal, Italy or beyond.
U.S. reforms show a way forward
Walsh offered a sliver of optimism by pointing to developments across the Atlantic. He said the United States has begun “to address similar issues,” crediting the previous administration’s determination to modernize the Federal Aviation Administration’s staffing and procedures. While the American system has faced isolated controller shortages, it has largely avoided the type of rolling labor stoppages that plague Europe.
What travelers need to know right now
Below are the key takeaways for anyone planning to fly through Europe in the coming months:
- Check your route: If your itinerary overflies French territory—even on a non-stop flight between two other countries—your journey could be vulnerable to a strike-related delay.
- Know your rights: Under EU 261, airlines owe you meals, hotel rooms and, in many cases, cash compensation if your arrival is severely delayed. Be ready to file a claim.
- Monitor labor calendars: French unions typically announce strike dates a few days in advance. Set alerts with your carrier and national weather and aviation agencies.
- Build slack into connections: Aim for at least three hours between long-haul and intra-Europe legs to reduce the risk of mis-connecting when traffic schedules unravel.
- Consider alternate hubs: Routings through northern gateways such as Amsterdam, Copenhagen or Helsinki sometimes avoid French skies altogether.
FAQ: Air-traffic control strikes and your trip
Do airlines have to compensate me if the delay is caused by an ATC strike?
Yes. Even though the stoppage originates with a state agency, EU 261 holds the operating carrier responsible for care and compensation unless the disruption falls under “extraordinary circumstances,” a legal gray area often contested in court.
Why can’t controllers be forced to keep working?
France and several other European nations grant the right to strike to public-sector employees, including air-traffic controllers. While minimum service levels are sometimes mandated, the reduced staffing is still enough to trigger capacity cuts.
Could a pan-European ATC system solve this?
IATA and many airline executives have long called for a “Single European Sky,” which would consolidate national control centers into a unified network. Progress has been slow because the change requires countries to cede both jobs and sovereignty.
Is overflying France realistic?
Walsh says the idea is technically feasible but politically thorny. Neighboring states would have to assume extra workload and liability, and France could challenge the move under international aviation treaties.
Looking ahead
For now, travelers should expect periodic waves of disruption whenever French controllers announce industrial action. While IATA’s lobbying campaign may eventually shift some financial responsibility away from airlines and onto ATC providers, any legislative changes are likely to take years. Certain American-style reforms—greater transparency on staffing, performance-based funding and binding arbitration—could be adapted to the European context, but they will require buy-in from labor groups, regulators and national governments. Until then, passengers will continue to bear the indirect cost through higher fares and frayed itineraries. As Walsh put it, “It’s not fair, it’s not right,” and the airline industry has no intention of letting the matter drop. — as Walsh said at the World Aviation Festival.
