The right wing of a Japan Airlines Boeing 787-9 has struck the tail of a stationary Delta Air Lines 737-800 at Seattle-Tacoma International airport. The US Federal Aviation Administration says that the incident occurred at 10:40 local time on 5 February while both aircraft were "in an area that is not under air traffic control". The 787 had just operated flight JL68 from Tokyo Narita, while the 737 was preparing to operate DL1921 to Puerto Vallarta. "The FAA temporarily paused some flights to the airport as a result of the incident. The FAA will investigate," it adds. The airport says in a statement on X that there were no injuries reported, and all passengers were deplaned. Cirium fleets data indicate the Delta aircraft (MSN 30799) is owned and managed by the airline, while JAL also owns the 787 involved (MSN 34845). The Delta 737 is 24.2 years old, while the JAL 787 is 7.9 years old and powered by GE Aerospace GEnx engines. Delta tells Cirium: "While in sequence for de-icing, the tail of a Delta 737 aircraft reportedly made contact with a wing tip of another airline's aircraft. There are no reports of injuries for crew or customers on the flight, and we apologise for the experience and delay in travels." JAL confirms that there were no injuries to the 185 passengers and crew on board the 787, and that the return flight to Tokyo Narita was subsequently cancelled. "The detailed circumstances and cause of the accident are currently under investigation, and our company is fully cooperating with the investigation," the airline adds.

All Nippon Airways is experiencing fleet availability issues due to the ongoing Pratt & Whitney issues affecting its Airbus A320neo family aircraft and challenges with the Rolls Royce Trent 1000 engines that power its Boeing 787s. The airline states in an investor presentation that it is mitigating the impact of the A320neo groundings caused by enhanced inspections required on their PW1000G engines, with only 11 expected to be grounded by the end of March, down from 13. On the 787s, it notes that there are "ongoing engine availability challenges for parts replacement" on the Trent 1000 engines due to tight supply that is "causing operational limitations" for that fleet. On new aircraft deliveries, ANA notes that it expects 11 Boeing jets to be delivered this year but has "projected some delivery delays into FY2026". It did not detail which types it is expecting to take delivery of, but fleets data indicates that two 737 Max 8s, two 787-10s, one -9 and its first 777-9 are tentatively due for delivery over the 2025 fiscal year, which begins on 1 April. Overall, it holds orders for 49 aircraft, which includes three A321neos plus 20 737 Max 8s. In part, the delivery delays and engine issues are contributing to a projected 2% year-on-year decline in international capacity during FY2025, although ANA notes that it is shifting a 787 to international operations and some capacity will be offset by returning A320neo family aircraft to service. On the international front, capacity is projected to increase 6% over the fiscal year, driven by an increase in European routes. It also flags that low-cost unit Peach Aviation expects to open a new international route, while AirJapan will introduce a third aircraft to its fleet over the coming financial year.

Azul's board has approved a capital increase of R1.51-6.13 billion ($261 million-$1.06 billion) to be raised through a private subscription of new preferred shares. The capital increase adheres to "binding agreements already disclosed entered into between Azul and certain lessors and equipment suppliers that hold a portion of Azul's pending lease obligations", notes the Brazilian carrier. Azul and its creditors in October 2024 agreed a deal under which the airline's lessors and OEMs would exchange some R3 billion ($546 million) in debt for 100 million new preferred shares. The capital increase disclosed on 4 February "is inserted in the context of the company's restructuring, which aims to strengthen [its] financial condition and to generate cash and improve its capital structure, helping to bring its liabilities into balance", Azul adds. Azul remains alone among the three primary Brazilian airlines in not having filed for US Chapter 11 bankruptcy protection since the Covid pandemic's onset in early 2020. LATAM Airlines' local affiliate and Gol have both done so. In mid-January, Azul and the majority investor in Gol, Abra Group, signed a non-binding memorandum of understanding with the intent of exploring a merger of their businesses in Brazil.