Embraer and GKN Aerospace have formed a partnership to accelerate the development of hydrogen technologies in aviation. Both companies are aiming to leverage their resources to support the development of hydrogen fuel cell technology and will "also explore the potential for a hydrogen flight demonstrator", GKN states. “Collaboration is key to exploring innovative solutions and accelerating disruptive technologies. That’s why we are excited to work together with GKN Aerospace to enable the application of disruptive technologies in a shared vision for a greener future,” says Embraer's global head of innovation ecosystems Daniel Moczydlower. GKN Aerospace's flagship hydrogen exploration programme, H2Gear, is focused on developing a liquid hydrogen propulsion system specifically designed for sub-regional aircraft. “Hydrogen-powered aviation represents a tangible and compelling solution for achieving zero-emissions flight," says GKN Aerospace's chief technology officer Russ Dunn. "Advancing this pioneering technology to the next level necessitates unparalleled collaboration within the industry, as exemplified by our partnership with Embraer as well as combining expertise of aerospace ecosystems in our countries and support across governments." Embraer has been actively partnering with airlines, manufacturers and technology partners to pursue sustainable aviation technology pathways. Under its Energia initiative, it is seeking to develop hybrid-electric and hydrogen fuel cell-powered regional aircraft. GKN, meanwhile, has been collaborating in hydrogen programs across the Netherlands, Sweden, and the UK.

Air France-KLM wants Airbus to help accelerate its fleet renewal plans by providing a larger variant of A220 aircraft that would also have an different engine option than the Pratt & Whitney PW1500G that powers existing models of that type.
Offering an additional engine option would help "drive our interest" in a "stretch" version of that narrowbody type unofficially called the "A220-500", Air France-KLM chief executive Ben Smith says on 20 June during a webinar hosted by the French-American Chamber of Commerce. Around 80% of routes on the airline group's network are long-haul flights, Smith estimates, so more seats and improved fuel efficiency would be ideal for aircraft to replace its A319s, A320ceos and other aging aircraft "in the next four to five years". "We are hoping we can decide on the replacement of our older widebodies in the next couple of months," Smith says, referring also to plans to phase out the airline group's A330s and Boeing 777-200s. Several other carriers including Delta Air Lines and Air Baltic have also expressed interest in a larger A220 aircraft. Referring to demand for such an aircraft, Airbus chief executive Guillaume Faury said on 16 February that a stretch version of the A220 is a "matter of when, not if", without firmly committing to an A220-500 programme.

Luxair has ordered four Boeing 737 Max 7s from the airframer to grow its single-aisle fleet. The deal makes the Luxembourgish carrier the European launch customer for the 737-7, the US airframer highlights. Fleets data indicates that the variant has accumulated a combined 159 orders from three North American customers: US carriers Southwest Airlines (124) and Allegiant Air (30), and Canada's WestJet (five). Luxair chief executive Gilles Feith describes the aircraft as "a perfect match" for the airline, adding: "Seating 160 passengers, the 737-7 will offer flexibility across the Luxair destination network while significantly reducing fuel consumption." The airline has also placed orders for four 737 Max 8s since March. It will initially lease two of these aircraft during the summer, before taking its first directly delivered Max 8, Boeing notes. Luxair currently operates a fleet of 19 aircraft, including eight 737s.