WestJet and its pilots represented by the Air Line Pilots Association (ALPA) union have reached a tentative agreement on the second collective bargaining agreement between the organisations, potentially avoiding a strike hours before the union's self-imposed deadline on 19 May. The agreement now heads to union members for a ratification vote. Canada's second-largest airline on 18 May began preparing for a strike by cancelling flights and parking the majority of its Boeing 737 and 787 fleets to avoid the aircraft being stranded far from the carrier's Calgary hub in the event of work stoppage. The mainline and its subsidiaries including ultra-low-cost carrier Swoop must now reverse course, WestJet chief executive Alexis von Hoensbroech states, adding that "the full resumption of operations will take time". "The WestJet Group is pleased to have reached a tentative agreement that is industry-leading within Canada and recognises the important contributions of our valued pilots by providing meaningful improvements to job security and scope, working conditions and wages," von Hoensbroech says. "We were able to arrive at a deal, however, [we] recognise the impact on our guests and we sincerely appreciate their patience during this time." The agreement between WestJet and its pilots comes as the ALPA union is also finalising its merger with the pilots' union at Air Canada, while pilots at Canadian start-up Lynx Air also seek representation by ALPA. Pilots' unions at carriers including FedEx, American Airlines and Southwest Airlines have also voted to authorise strikes if negotiations for new contracts do not lead to an agreement. The Allied Pilots Association that represents pilots at American on 19 May also announced it could potentially avoid a strike through a new agreement in principle with the US mainline, details of which the union states will be disclosed "in the coming days".

AerCap has delivered a fourth Airbus A321neo aircraft to Air India. With this delivery, the Irish lessor says it has completed a mandate for the lease of four new A321neos with the Indian flag carrier. The aircraft, powered by CFM International LEAP-1A engines, are the first A321neos to be inducted into the Air India fleet, Aercap notes. "It is a very exciting time for Air India as it returns to Tata Group ownership and transitions its fleet to meet the rapidly growing Indian aviation market," AerCap's chief commercial officer Peter Anderson says. "AerCap is delighted to play a role in Air India's fleet transformation by providing its first tranche of neo aircraft on operating lease." Air India's chief commercial and transformation officer Nipun Aggarwal states: "These four new, leased Airbus A321neo aircraft join our fast-growing fleet as part of the sweeping transformation in progress at Air India."

The UK Civil Aviation Authority is not adequately resourced for its post-Brexit role as a standalone regulator, especially in regard to new rules for emerging technologies, argues the chief executive of UK aerospace trade association ADS. Speaking at a media briefing in London on 16 May, Kevin Craven said that that policymakers have yet to ensure regulatory certainty for all aerospace areas since the CAA became independent from the European Union Aviation Safety Agency in 2020. Public debate about a "bonfire" of EU laws – a term coined by UK politicians supporting the abolishment of retained European laws since Brexit – "was not helpful" in the process of creating regulatory certainty, Craven says, adding: "I think there is more work to be done in that particular area." Craven doubts the UK regulator is in a position to fulfil all its requirements: "I don't think the CAA is adequately resourced for all of the demands, not necessarily just from a Brexit perspective, but rather from a whole new world of innovation." Citing electric air taxis, drones and new ways of using airspace as examples, he recalls previous suggestions that the CAA's new independence could represent an opportunity to carve a niche as a trailblazer for new regulations governing emerging technology. But he asserts: "We generally don't feel that the CAA is perhaps adequately resourced to address those new opportunities. They are kind of resourced for yesterday's world, but the world is moving on." In 2022, the UK government launched an independent review of the CAA to ensure that it can provide "world-leading regulation and public services for decades to come". Overall, Craven says aerospace business, especially larger ones, have adapted to the UK's post-Brexit conditions and moved on "as much as we can". He does note increased bureaucracy and paperwork for businesses and that some smaller companies, especially in Northern Ireland, have found it harder to adapt to the new trading environment. He credits the current UK government for having improved relations with EU institutions since Brexit. "There is no question that this particular administration has done a great deal to improve the tone of the conversation." The Windsor Framework agreed by UK prime minister Rishi Sunak and European Commission president Ursula von der Leyen in February regulating the transport of goods in Northern Ireland represents a example of a recent improvement, with Craven stating. "All of these things are doing wonders for some of the relationships." He highlights, however, that the pandemic had a bigger impact on the UK aerospace sector than Brexit – "by a large factor". He adds: "Brexit, it's a fact of our life. Businesses have learned how to cope with it. Is there more that could be done? Of course. [But] in terms of anyone making bold political statements like freedom of movement coming back? I don't expect it any time soon." Craven voices concern about continued access for UK aerospace players to the EU's Horizon research and innovation programme. In 2021, the UK government said it would seek an associate role in the scheme, and UK players have been able to continue applying for Horizon funding. The programme has a €95 billion ($103 billion) budget and runs until 2027.
However, the UK's associate role has not been finalised since, while a deadline for UK applications has been set for 30 June 2023. UK Research and Innovation states on its website that successful UK-based Horizon applicants will receive funding regardless of the outcome of the government's efforts to associate with the EU scheme. Craven says he is "not confident at all" about the prospect of an accord for continued UK participation in Horizon. "Access to Horizon is unquestionably a price worth having, no question whatsoever about that. The relationships, collaborative networks, the freedom of intellectual movement around R&D… is enormously helpful. Being outside of that is a challenge." He is a doubtful that an alternative, national R&D support scheme would provide adequate replacement for Horizon. "It would take many years and to reach the same level of effectiveness would require substantially more money. So, in my view that is not the same as access to Horizon, and we should continue to fight for that as hard as we possibly can."