United Airlines expects its total revenue per available seat mile (TRASM) in the second quarter will be up 23-25% compared with the pre-pandemic second quarter of 2019, an improvement on its previous guidance of up 17% versus 2019. A tightening of United's capacity in the second quarter serves as a backdrop for the Chicago-based carrier's improved revenue outlook and passengers' willingness to pay higher fares amid escalating fuel prices. The airline on 21 April forecast that its capacity in the second quarter would be down 13% versus the same period in 2019. United disclosed in a filing on 16 May to the US Securities and Exchange Commission that it now expects its capacity in the second quarter will be down 14%. "In the period following the company's previous guidance, the demand environment has continued to improve, resulting in a higher unit revenue outlook for the second quarter 2022," the US major states. "The price of oil has also continued to increase, resulting in a higher expected fuel price for the second quarter 2022." Patrick Quayle, United’s senior vice-president of international network and alliances, said during a media briefing on 25 April that the carrier no longer sees an obvious connection between Covid-19 infection rates and travel demand. "Throughout this whole pandemic, anytime cases would go up you could see bookings go down, as with the delta and Omicron variants," Quayle said on 25 April. "We do not see that anymore. There's no more of that relationship or that correlation."

The US Federal Aviation Administration plans to gradually change its certification of electric vertical take-off and landing (eVTOL) aircraft with a nearer-term adjustment on pilot training. Start-ups that have already applied for certification are not expected to be delayed by the transition, the FAA says. The gradual shift planned by the FAA for certification of "powered-lift" aircraft, including eVTOLs and the pilots who operate them, is aimed at "providing a simpler pathway for applicants to obtain the necessary FAA approvals", the regulator says. It adds: "The agency is pursuing a predictable framework that will better accommodate the need to train and certify the pilots who will operate these novel aircraft. "Our process for certifying the aircraft themselves remains unchanged. All of the development work done by current applicants remains valid and the changes in our regulatory approach should not delay their projects." Noting that existing regulations were designed for "traditional airplanes and helicopters", the FAA says: "These regulations did not anticipate the need to train pilots to operate powered-lift, which take off in helicopter mode, transition into airplane mode for flying, and then transition back to helicopter mode for landing." It adds: "Rulemaking will eventually be required to comprehensively include powered-lift in the FAA’s regulatory framework." In the short-term, the FAA plans to type certificate powered-lift aircraft as a "special class" through an existing regulation entitled "Type Certification of Very Light Airplanes", using performance-based airworthiness standards contained in Part 23 of regulations for small airplanes. "This 'special class' process is designed to address the many novel features of unique aircraft such as these emerging powered-lift designs," the FAA says. Joby Aviation is among eVTOL start-ups that aims to certificate its aircraft through the FAA's Part 23 regulations. In March, the US Department of Transportation's inspector general announced an audit of the FAA’s certification process for urban air mobility (UAM) vehicles at the request of the House Committee on Transportation and Infrastructure. The DOT announcement states that eVTOL aircraft "include new technology and novel systems compared to current small aircraft, requiring additional scrutiny during the certification process", so the audit is aimed at "ensuring the safety of novel features and providing guidance to applicants".

Republic Airways wants the US Federal Aviation Administration to grant it an exemption on pilot training rules that would allow it to address an industrywide staff shortage by employing pilots with fewer flight hours than required for most US commercial flights. Republic operates flights for United Airlines, American Airlines and Delta Air Lines, and owns its own pilot school called the Leadership In Flight Training (LIFT) Academy. The Indianapolis-based regional carrier states in a filing submitted to the FAA on 14 April that it wants to hire pilots from that school once they reach 750 flight hours. A law enacted in 2010 requires US commercial airline pilots to have 1,500 flight hours. That law allows commercial airline requirements for flight hours to be reduced to 750 hours for current or former military pilots. Republic states in its filing that it could match that safety exemption through its LIFT academy. "Very much like the military, Republic has created a closed-loop training environment in which LIFT’s part 141 flight training programme is uniquely aligned with Republic’s Standard Operating Procedures," the airline says. "The closed-loop, integrated program curriculum, takes a student from initial flight training to become qualified as a first officer applicant at Republic through a controlled and rigorous environment." Regional airlines since the start of US travel demand recovery in 2021 have struggled to accelerate pilot training, unable to compete against larger carriers that recruit their pilots from regional carriers with the promise of greater salary and benefits. Republic's filing published in April gained greater attention on 9 May when Mesa Airlines chief executive Jonathan Ornstein mentioned the issue during an earnings call. He said the Phoenix-based regional carrier faced a similar need to accelerate pilot training to match demand. Ornstein during the call criticised the FAA’s requirement that commercial pilots have 1,500 flight hours to be “ill-conceived, ill-advised and politically motivated”. The USA enacted that pilot training law in response to the flight 3407 crash in 2009 of a Bombardier Dash-8 aircraft operated by regional airline Colgan Air, during which 50 people died when the jet stalled and crashed into a house. Families of Flight 3407 crash victims published a statement on 13 May calling for the FAA to reject Republic’s request for an exemption to the training rule, stating that it would increase the risk of a pilot being “unable to recognise and react to a situation that went beyond the scope of the technology in the cockpit”. Another opponent to Republic’s filing is retired airline pilot Chesley “Sully” Sullenberger, who in December 2021 became the US representative to the International Civil Aviation Organization. “There is no civilian flight training equal to the screening, comprehensiveness, rigor, discipline, or culture of excellence of US military flight training,” Sullenberger states. “Regional airlines, for their own expedience, are trying to weaken critically important pilot experience standards that are needed to keep passengers and crews safe.” Sullenberger reached national fame as “Sully” in 2009 as captain of US Airways flight 1549, when he and his crew piloted an Airbus A320-214 to an emergency landing in the Hudson River after striking a flock of birds and losing engine power shortly after takeoff from New York LaGuardia. They avoided fatalities during the emergency landing, which became known as the “Miracle on the Hudson”. Airlines struggled to recruit and retain enough pilots to match their growth plans even prior to the Covid-19 pandemic. It remains a defining challenge for US carriers as they plan networks through 2022.