Air traffic controllers in the USA will get at least 10 hours off between shifts and 12 hours off before a midnight shift in a bid by the Federal Aviation Administration (FAA) to combat fatigue among the workforce. FAA administrator Mike Whitaker is directing the Air Traffic Safety Oversight Service to ensure the agency "has a robust methodology to ensure compliance with this direction", he says in a 19 April statement. In December, the FAA commissioned an independent panel of scientific fatigue experts to assess the risks introduced by controller fatigue in its system and to "give us a roadmap to mitigate the risks", Whitaker says. The report "brought into focus key reforms which we're implementing immediately to ensure air traffic controllers are getting sufficient rest, while we also work to implement some longer term, systemic changes", he adds. Whitaker also says that in addition to these scheduling practices, growing the air traffic controller workforce continues to be a "top priority". "We are beginning to reverse the decades-long shortage of air traffic controllers. Last year we reached our hiring goal of 1,500 controllers, with an even bigger goal of 1,800 this year, which we're on track to meet," he adds. "We've also expanded the training pipeline to maximise recruitment. Getting more qualified individuals into our air traffic facilities will help alleviate the demands on the current workforce."

Embraer delivered seven commercial aircraft in the first quarter of 2024, consistent with its output from the previous year.
Fleets data shows that the deliveries comprised of three E175s and four E195-E2s, with the latter including the first to be operated by Royal Jordanian. The Brazilian airframer says its commercial aircraft backlog increased by 26% relative to the last quarter of 2023 to $11.1 billion, aided by an order from American Airlines for 90 E175s, with purchase rights for another 43. Embraer delivered 12% of the total 206 aircraft (including executive jets) implied by the mid-point of the current year guidance for both executive and commercial aviation. "The company has developed, and it is currently implementing, a plan to mitigate its business seasonality. The production levelling plan main objective is to have a stable production pace throughout the calendar year in the near to medium-term future," it adds.

Boeing has rejected accusations by a whistleblower that it has suppressed employee concerns about safety and quality at the company. The US airframer says it has taken "important steps to foster a safety culture that empowers and encourages all employees to raise their voice" since 2020. "We know we have more work to do," Boeing acknowledges. But it insists action is being taken and employees are using the company's confidential reporting channel "SpeakUp" for safety and quality concerns and improvement suggestions, which was implemented amid the initial 737 Max crisis in 2019. Take-up of the scheme has particularly increased, Boeing adds, since the inflight door-plug separation accident on an Alaska Airlines Max 9 on 5 January. "Since January 2024, there has been a more than 500% increase in employee reports through our 'Speak Up' portal compared to 2023, which signals progress toward a robust reporting culture that is not fearful of retaliation." The company also cites "tens of thousands of ideas for improving our production system and culture" brought forward by employees during "quality stand downs" with more than 40,000 employees across multiple facilities in the wake of the Alaska Max 9 accident. "We continue to put safety and quality above all else and share information transparently with our regulator, customers and other stakeholders," the manufacturer asserts, adding: "Retaliation is strictly prohibited at Boeing." During a 17 April hearing before the US Senate's committee on homeland security and governmental affairs, a Boeing quality engineer, Sam Salehpour, accused the company of having created a "culture that prioritises speed of production over safety and quality and incentivises management to overlook significant defects." "Despite what Boeing officials state publicly," Salehpour adds in his testimony, "there is no safety culture at Boeing and employees like me who speak up about defects with its production activities and lack of quality control are ignored, marginalised, threatened, sidelined, and worse." Salehpour says he is "deeply troubled" by manufacturing issues he observed on the 787 and 777 programmes. Boeing responds it is "fully confident in the safety" of the 777 and 787 programmes and has found "zero evidence" of premature airframe fatigue which, Salehpour argues, is likely to occur in fuselage section joints.