Boeing believes that sales of regional aircraft will decline over the next 20 years as airlines shift into larger single-aisle jets in search of capacity and efficiency gains. During a presentation on the US airframer's market outlook at the Paris air show, Boeing vice-president of commercial marketing Darren Hulst said that the regional aircraft market served "largely a replacement" function without huge fresh demand coming down the pipeline. In its market outlook, released just before the show, the manufacturer downgrades its expectation for regional aircraft demand to 1,810 units in the two decades to 2042, compared with 2021's forecast of 2,120 over a 20-year period. Hulst explains that this is because the OEM now sees demand for regional aircraft being pushed into larger single-aisle jets, such as the Boeing 737 Max and Airbus A320neo. This shift is attributed to a number of factors. Firstly, a pilot shortage, particularly pronounced in certain regions such as the USA, means that airlines need to place passengers on higher-capacity aircraft. Secondly, "the value proposition of larger jets becomes more compelling" amid system bottlenecks relating to slots, airport gates and other infrastructure, Hulst adds. Thirdly, airlines are seeking to achieve the lowest-cost capacity in the market, and "regional jets aren't this", argues Hulst. Therefore, he suggests, carriers can therefore replace regional aircraft with a larger single-aisles to increase capacity while improving efficiency. "Where airlines can substitute a larger jet, they are doing that," he says. Boeing does expect that there will be a regional aircraft market for another 30 years or more, but believes it will be fore "almost essential air service type needs", he adds. Emphasising the importance of single-aisles, Hulst highlights Boeing's forecast that the size of this segment will more than double, from around 6,000 aircraft currently to 15,000 in 2040, led by continued growth in low-cost capacity. Currently only 20% of this market is latest-generation technology, he notes, meaning there is "massive" replacement value in the segment. The OEM is therefore "really bullish on the single-aisle market", Hulst concludes.

Boeing in May booked orders for 59 737 Max aircraft and eight 787-9 widebody aircraft from unidentified customers, while Air Niugini was the only named customer having ordered two 787-8s. The US airframer delivered 50 aircraft in May, including 35 Max jets. Southwest Airlines received the largest single delivery of 11 Max aircraft, followed by six Max aircraft shipped to both Ryanair and United Airlines. Both orders and deliveries approximately doubled compared with April, when Boeing booked orders for 34 aircraft and shipped 26. That rate increase comes in spite of Max delivery delays by its shipset provider Spirit AeroSystems. Net orders for Boeing during 2023 stood at 127 aircraft after the airframer factored in cancellations, conversions and the uncertainty of fulfilment.

KLM has submitted a plan to the Dutch government to slash noise pollution at Amsterdam Schiphol over the coming years by deploying quieter aircraft and rejigging its flight operations. It says this will reduce night-time noise by 15% as soon as 2024 and daytime noise by a fifth after that, in line with the latest government requirements. There has been an increasingly acrimonious dispute between the Dutch government and airlines over noise and pollution levels at Schiphol, KLM’s key hub where it operates around 60% of services. In April a Dutch court blocked a government decision to limit the number of flights at the facility to 460,000 from November this year on noise grounds, versus a current level of 500,000, in a challenge brought by several airlines and led by KLM. The Dutch government is however currently consulting on a move to restrict flights to 440,000 on a permanent basis from 2024 onwards. KLM argues that cutting flight numbers “is not the only way” to reduce noise levels at the facility. “There are other ways to solve this problem. Our approach ensures that noise impact will continue to decline.” It’s latest plan crystalises a three-pronged approach to doing this. Firstly, the carrier is planning a €6-7 billion ($6.6-7.7 billion) investment in aircraft “in the coming years” with new equipment being on average 50% quieter than older versions. Secondly, KLM has researched how to reduce the noise impact of operations by adopting smarter processes such as alternative flight approaches and ensuring that aircraft spend less time at low altitudes. This, it notes, would be effective if implemented by air traffic authorities and adopted by other airlines. Thirdly, the carrier will adjust flight schedules to deploy its quietest aircraft at night. It is also proposing that higher airport fees are charged for noisier aircraft than quiet ones, to “ensure that there is an incentive for all airlines operating at Schiphol to reduce noise impact by deploying their most silent fleet.” “We will achieve our night-time targets from 2024 and, in three years’ time, we will achieve our target for the entire day,” the Dutch flag carrier adds. “In the years thereafter, our plan will lead to a stronger decline in noise than the plan proposed by the minister. In three years’ time, the result will already be better for local residents. It’s a choice between scrapping flights as a short-term solution or aiming for smart improvement.” If other airlines contribute to these measures, KLM believes that 18% fewer people will experience serious nigh-time noise impact by 2024, and that by 2026 20% fewer people will experience noise nuisance through­out the day. Schiphol itself has said it plans to enact a blanket ban on private jets and further restrict take-offs and landings in order to bring about a "quieter, cleaner and better aviation". Under new rules at the airport, no aircraft will take off between midnight and 06:00 or land between midnight and 05:00, barring emergency or medical services. Schiphol is also abandoning its Kaagbaan second runway and banning the noisiest aircraft.