On 11 July, India's Aircraft Accident Investigation Bureau published its preliminary factual report on the 12 June crash of Air India flight 171, which killed all but one of the 242 people on board plus 19 on the ground. The report states that both of the Boeing 787's engines lost power seconds after lift-off from Ahmedabad because the fuel cut-off switches transitioned from 'Run' to 'Cutoff'. The start of the aircraft's take-off roll is given in the report as 0807:37 UTC. A speed of V1 (153kt) was reached at 0808:33, and Vr (155kt) two seconds later. The aircraft (registered VT-ANB) lifted off at 0808:39. It continued to accelerate in the climb for the next 3s, reaching a speed of 180kt, but "immediately thereafter, the Engine 1 and Engine 2 fuel cutoff switches transitioned from RUN to CUTOFF position one after another with a time gap of 01 sec", the report states. Both engines began to run down from take-off power. "In the cockpit voice recording, one of the pilots is heard asking the other why did he cut off," adds the report. "The other pilot responded that he did not do so." Within about 5s, both engines' N2 values had passed below minimum idle speed, and the RAT (ram air turbine) deployed at about 08:08:47. The co-pilot was the pilot flying. At 0808:52, about 10s after the fuel was cut off, the No 1 engine fuel cut-off switch transitioned from 'Cutoff' back to 'Run'. The APU inlet door began opening at about 0808:54, consistent with the APU autostart logic. At 0808:56 – 4s after the No 1 engine's cut-off switch transitioned to 'Run' – the No 2 engine's fuel cut-off switch also transitions from 'Cutoff' to 'Run'. When the fuel-control switches are moved from 'Cutoff' to 'Run' while the aircraft is in flight, each engine's full authority dual engine control (FADEC) automatically manages the relight and thrust-recovery sequence of ignition and fuel introduction. The EGT (exhaust gas temperature) began increasing for both engines, indicating relight. The No 1 engine's core deceleration stopped, reversed and started to progress to recovery. The No 2 engine was able to relight but could not arrest core speed deceleration and reintroduced fuel repeatedly to increase core speed acceleration and recovery. The enhanced airborne flight recorder (EAFR) recording stopped at 0809:11 – 32s after lift-off, and 29s after the fuel to the engines was cut off.

Jet2 has renewed and upsized its revolving credit facility. The UK leisure carrier says as part of its full-year results disclosure that in May it entered into a new revolver on "improved commercial terms" with its four banking partners – Barclays, Lloyds, HSBC and NatWest – increasing the facility to £500 million ($680 million), from £300 million previously. The new revolver, which remains undrawn, runs to 31 October 2029 with an option to extend by a further two years, Jet2 adds. The Leeds-based carrier entered into the previous revolver in October 2022. That was itself an upsize of a previous £100 million facility. Jet2 says net cash used in financing activities amounted to £697 million in the financial year to end-March, up from £125 million the previous year, and included the early repurchase of convertible bonds (£399m) and further repayments of aircraft borrowings and lease liabilities of £254 million, down from £290 million a year earlier. Loans advanced of £147 million related to JOLCO financing for aircraft deliveries in the period, Jet2 adds. It expects to take delivery of 10 aircraft "over the forthcoming year", although the delivery profile "remains under continuous review given aircraft and engine manufacturer supply-chain constraints".

Portugal's government will start the process of selecting a buyer for state-owned airline TAP as soon as this summer, finance minister Joaquim Miranda Sarmento has indicated. "We will advance on the selling process in the coming weeks," Sarmento told Bloomberg TV on 7 July. The government, he explains, is looking for a suitor that will "help us develop the company, increase routes [and] increase the number of planes", as well as recover some of cash that the Portuguese state sunk into TAP amid the pandemic. Portugal is looking to sell a less-than-50% stake in the airline "in this first moment", he adds, implying that a larger share could be sold off later on. Data shows that the Portuguese state owns around three-quarters of TAP. Most of the remainder is held by the Barraqueiro group. TAP received billions of euros in state support amid the pandemic, in the form of emergency liquidity, loans, loan guarantees and restructuring assistance. This included equity and quasi-equity measures which led to the government taking majority control of the carrier in 2020, amid warnings at the time that the alternative was bankruptcy. Prior to this, Atlantic Gateway – a consortium which included JetBlue Airways and Azul founder David Neeleman – held a 45% stake, down from 61% when it was originally privatised in 2015. In September 2022, it emerged that the Portuguese authorities were seeking to return the company to the private sector, ideally to become part of a larger airline group that could support its development, but progress since has been hindered by changes of government. IAG, one of the frontrunners to take over TAP, said in February that the conditions of the sale would be released in the coming few weeks and that it would make a decision on whether to make a bid in March, yet appears to have been silent on the matter since then. Air France-KLM and Lufthansa have also expressed a desire to purchase a stake in TAP. Sarmento confirms that the Portuguese government has "had meetings with several potential candidates" which have "large aircraft lines that are very interested in TAP". Asked whether authorities had a valuation in mind, he responded: "We do have." This, he indicates, would be made public alongside further details on the sale process, timeline, and "the conditions to be included or excluded from the process".