Airbus is considering the possibility of adopting the A321XLR's wing for standard A321neo variants to improve the single-aisle's performance. The A321XLR's wing generates lower drag and has better high-lift efficiency than the standard A321neo wing, said the European airframer's A320-family chief engineer, Marc Guinot, during a media briefing in Toulouse on 11 June. Airbus introduced a single-slotted inboard landing-flap on the A321XLR – previous A321 variants had a double-slotted design – and a revised flap operation with additional, intermediate settings for the high-lift system. This was part of a number of changes designed to increase the single-aisle's range, notably by introducing a rear centre fuel tank (RCT) in the A321XLR's lower fuselage and reinforced landing gear to accommodate a higher maximum take-off weight (MTOW) of 101t, from 97t. Studies shows that adopting the A321XLR's wing may deliver a 1% fuel saving for other A321neo variants, Guinot says, noting that the efficiency gains will need to be verified in flight tests. Beyond fuel savings, he foresees production efficiencies by adopting a single A321neo wing configuration and increased commonality for pilots. The double-slotted flap design was introduced on the original A321 during the early 1990s. All shorter A320-family jets are equipped with single-slotted flaps. The current A321neo family spans a baseline model, a long-range variant using optional fuel tanks that can be installed in the forward cargo bay, and the A321XLR. Guinot notes there is no plan to adopt the A321XLR's strengthened landing gear on other variants. He says that Airbus is considering an MTOW increase for the A321XLR as part of measures to meet the aircraft's original range specification. During the A321XLR's certification, Airbus had to add around 300kg to the aircraft to meet certification requirements for the RCT, which reduced range by 50-70nm. Guinot says the planned measures include a quicker landing-gear retraction cycle, to improve climb performance after take-off. The measures are designed to recover the range-loss but not to reduce the additional weight required for the final RCT configuration.

North America will have the lowest air passenger traffic growth rate of any region over the next 20 years but the highest share of sub-150-seat jet deliveries, according to Embraer's latest market outlook report. The Brazilian airframer forecasts worldwide demand for 10,500 jet and turboprop aircraft with up to 150 seats between 2025 and 2044 – a figure it says is "almost unchanged" from its previous estimate for the next two decades. This includes 8,720 jets and 1,780 turboprops. It puts the value of these new orders at $680 million. Replacement of older aircraft will account for 52% of all new deliveries, Embraer believes, while 48% will be used to grow markets. Global passenger traffic, measured in revenue passenger-kilometres (RPKs), is expected to grow by 3.9% a year through to 2044, says Embraer, with the fastest growth (5.7%) expected in China and the slowest (2.4%) in North America. The second-fastest growth rate will be in Latin America, followed by Africa, the Middle East, Asia-Pacific and then Europe & CIS. Embraer says it has detailed China's figures separately for the first time because of that country's "growing prominence in commercial aviation". By the end of 2044, predicts Embraer, the Asia-Pacific region will account for 39% of global RPKs while Europe and North America combined will account for 37%. North America will take delivery of the largest proportion of jet aircraft in this category over the next 20 years, with 2,680 jets set to be delivered. This represents a 30.7% share. Europe & CIS follows, at 22.8%, with China taking the third largest share, at 17.2%. Asia-Pacific will account for the largest share of turboprop deliveries (36%), followed by Europe & CIS. "Five years after the onset of the pandemic, many of the structural changes it triggered have proven to be quite long lasting," says Arjan Meijer, chief executive of Embraer's commercial aviation division. "In our first post-pandemic market outlook, we highlighted the transition from globalisation to a more polarised geopolitical outlook. Today, as countries and regions pursue greater strategic autonomy, the demand for regional access will continue to grow." Meijer adds that mixed fleets combining small and large narrowbody aircraft are "essential for that long-term growth". Embraer notes in its report that strategic autonomy is the most significant structural change to the global economy, because it reflects "how the world is repositioning itself in the face of rapid and profound changes in the geopolitical order". Domestic industries will become "more prevalent", the airframer predicts, and demand for short-distance travel and commerce will increase. "Airlines with predominantly large aircraft in their fleets will be limited in their ability to improve network connectivity as distances shrink in the new environment," says Embraer. "Small narrowbody jets, however, have the ideal capacity and greater operational flexibility to provide more frequencies and serve more destinations, especially in shorter sectors."

US regional carrier Silver Airways abruptly halted all operations on 11 June, just over six months after filing for Chapter 11 bankruptcy protection. The airline states in a social media post that "Silver entered into a transaction to sell its assets to another airline holding company, who unfortunately has determined to not continue Silver's flight operations in Florida, the Bahamas and the Caribbean". It adds that passengers should not proceed to the airport and instead pursue refunds through their credit card provider or travel agent. The airline's website appears active and does not contain the same message. However, a search of the airline's booking engine shows that there are no flights available for booking over the coming months. Fleets data shows that Silver operated five ATR 72-600s and three ATR 42-600s, all of which were leased. Azorra is listed as the manager of the three ATR 42s and three of the ATR 72s, while Jetstream Aviation Capital manages the other two ATR 72s. Silver's Seaborne Airlines subsidiary, which is also in Chapter 11, had one Viking Air DHC-6-300 in service that is on lease from Kenn Borek Air. In early May, Wexford Capital subsidiary Argentum Acquisition was named as the 'stalking horse' bidder for Silver ahead of an auction set for 28 May. Under that deal, Argentum proposed to buy the assets of the airline for $5.78 million if no higher bids were received at the auction. Cirium contacted Wexford Capital outside of usual business hours to confirm if it has taken control of Silver's assets but has not received a response at the time of publishing. The airline filed for Chapter 11 on 30 December 2024, and in a court filing in January, its then-president Steven Rossum largely blamed its financial troubles on the difficult introduction of the ATR turboprops into its fleet.