Seconds before an MHIRJ CRJ900 operated by Endeavor Air on 17 February landed at Toronto Pearson, lost a wing and came to rest inverted, an alert indicated a high rate of descent, the Transportation Safety Board of Canada (TSB) says in a preliminary report on the incident issued on 20 March. The CRJ900 operated by wholly owned Delta subsidiary Endeavor as Delta flight 4819 had departed Minneapolis/St Paul International. During the landing on runway 23 at Toronto Pearson, the aircraft's right wing detached, and a fire ensued, the TSB says in its preliminary report. The aircraft carrying 76 passengers and four crew members overturned and slid down the runway inverted, coming to rest near the intersection of runway 23 and runway 15L, it adds. Passengers were hanging upside down in their seats, suspended by their safety belts. "Some passengers had difficulty releasing the buckles on their safety belts due to being inverted," the TSB says in its report. "Some of the injuries sustained by the passengers occurred when they unbuckled their safety belts and fell to the ceiling." It adds: "At the time of writing this preliminary report, it has been confirmed that 21 of the 80 occupants were injured; two of those occupants were reported to have serious injuries." At 3.6 seconds before touchdown, when the aircraft was at a height of 50ft above ground level (AGL), the enhanced ground proximity warning system (EGPWS) aural alert "fifty" sounded to indicate the aircraft was at 50ft AGL, which is a standard callout, TSB reports. "One second later (2.6 seconds before touchdown), the EGPWS alert 'sink rate' sounded, indicating a high rate of descent." It adds: "At touchdown, the following occurred: the side-stay that is attached to the right MLG [main landing gear] fractured, the landing gear folded into the retracted position, the wing root fractured between the fuselage and the landing gear, and the wing detached from the fuselage, releasing a cloud of jet fuel, which caught fire. The exact sequence of these events is still to be determined by further examination of the fracture surfaces." Delta stated on 20 March that "for everyone at Endeavor Air and Delta, nothing is more important than the safety of our customers and our people". The US major adds: "That's why we remain fully engaged as participants in the investigation led by the Transportation Safety Board of Canada. Out of respect for the integrity of this work that will continue through their final report, Endeavor Air and Delta will refrain from comment." Delta chief executive Ed Bastian said on 11 March at the JP Morgan Industrials Conference that the 17 February incident "fed into another round of delay" in the recovery of bookings and consumer sentiment following the fatal 29 January collision of a US Army Sikorsky H-60 Black Hawk helicopter and a PSA Airlines MHIRJ CRJ700 regional jet (operating flight 5342 for American Airlines) on final approach to Ronald Reagan Washington National airport's runway 33.

South African Airways has warned of a new wave of industrial action after pilots’ unions announced a "work-to-rule" regime from 19 March. The carrier says it was informed of the decision by the SAA Pilots Association (SAAPA) and National Transport Movement (NTM) Pilot Forum on 18 March. SAA says it has "deep regret" over the decision, which follows years of negotiations over pay and conditions. SAA's pilots last went on strike on 5 December, suspending the action four days later after successful negotiations about some pay conditions and time off. The flag carrier then made a final offer to pilots on 5 March which it describes as "comprehensive and favourable", but which has not been welcomed by unions. "We have implemented strong contingency measures to minimise the impact of this industrial action," says group chief executive John Lamola. "Our focus remains on ensuring uninterrupted service and providing real-time updates on flight statuses to all stakeholders." He adds that the Johannesburg-based carrier continues to navigate "significant financial pressures" and is operating within a "challenging environment" of elevated fuel prices, a weak local currency, intense competition, and ongoing productivity and labour cost hurdles. "We consider our offer to the pilots both fair and generous, especially given the financial challenges the airline continues to face. SAA remains dedicated to reaching an amicable resolution through ongoing negotiations and open communication with the pilot body and all stakeholders," adds Lamola.

Boeing expects to complete this summer of this year rework activities for a fleet of 737s that were built before 2023 and couldn't be delivered because of manufacturing issues. The US airframer's finance chief, Brian West, said at the Bank of America Global Industrials Conference on 19 March that Boeing had begun to withdraw staff from what it terms a "shadow factory", to bring the jets to a required production standard for delivery, and return employees to the company's single-aisle assembly facility in Renton, Washington. "We expect that shadow factory to be shut down… this summer and those airplanes will be delivered to our customers," West says. At the end March 2024, Boeing had 205 undelivered 737s and 60 787s in its inventory, West said in April. That single-aisle inventory included around 110 Max 8s built prior to 2023, most of which were for customers in China and India. Additionally, it included around 35 jets of the in-development Max 7 and 10 variants, plus some 60 affected by supply-chain delays. West now says that a 787 shadow factory at Boeing's Everett facility has been shut down and staff previously seconded to that rework operation are now back in regular manufacturing operations. He notes, however, that deliveries of reworked Dreamliners are still ongoing and will continue "a little bit into next year". The lag between rework activities and delivery is "mostly because of customer fleet planning requirements", he says. Meanwhile production at Boeing's 787 assembly line in Charleston, South Carolina is in "pretty good shape", West says. "They [delivered] nine 787s in the month of December and were just hitting five per month on the production line [at the end of 2025]. They are picking right up where they left off." Boeing delivered four Dreamliners in January, and five in February. Output in March "will probably look like February". While 787 production in 2025 had been particularly affected by supply shortages of heat exchangers and seats, West asserts the situation is now "much quieter in terms of those constraints [and] feels much more stable". "We are demonstrating the stability and can't wait [to] get to seven [787s] per month later in the year." Back in Renton, all three 737 assembly lines are in operation. "We have plenty of inventory, and we expect some nice rate ramps this year,” West says, noting that supply of fuselages from Spirit AeroSystems and CFM International Leap-B engines "are no constraints". Boeing's delivery of 40 Max jets in January was "strong" and 31 in February "solid", in his view. "March is going to look more or less in line with February. So, we're making good progress." Boeing has a target of reaching a limit of 38 Max jets per month later this year, and agreeing with the US Federal Aviation Administration to lift that production cap. Earlier during the interview, West said that measures aimed at improving quality and safety and introduced after the Alaska Airlines Max 9 accident in January 2024 had since become established in operation and that training initiatives were "starting to show a real dividend". "That is really driving stability," West says, noting the FAA's access to data about Boeing's performance in terms of aircraft rework, quality escapes, travelled work, supplier shortages and training. "All that is going really well," he asserts.