Boeing has provided an update on steps it has taken to improve its safety culture in the wake of several high-profile 737 Max accidents, and says it has seen a 220% increase in the number of reports made by employees through its confidential 'Speak Up' channel between 2023 and 2024. The US airframer says in its 2025 chief aerospace safety officer report that it has been "working to grow" its enterprise safety management system (SMS) over the past several years and believes it is now "on the right path" towards improving its safety culture. "Our perspective broadened after a serious accident in early 2024 involving a mid-exit door plug on a [Alaska Airlines] 737-9 that separated from the airplane during flight," writes Boeing's chief aerospace safety officer, Don Ruhmann, in the report. "We sought guidance – from our regulator, from our customers, from a panel of industry experts, from our own employees. We learned ways to accelerate the alignment, integration and adoption of the enterprise SMS deeper into our three business units and, importantly, far beyond our engineering function into our design, production and product support, as well as our supply chain." Boeing has previously rejected claims by a whistleblower that employee safety concerns have been suppressed. Addressing an April 2024 hearing before the US Senate's committee on homeland security and government affairs, Sam Salehpour, a Boeing quality engineer, alleged that the manufacturer had created a "culture that prioritises speed of production over safety and quality and incentivises management to overlook significant defects". Detailing some of the changes it has implemented, Boeing says in its report that it has submitted to the US Federal Aviation Administration (FAA) "a comprehensive set of actions to address recommendations made in an expert panel's safety review". The company's 'Speak Up' confidential and anonymous reporting channel has been "enhanced" in the past year, says Boeing, and reports submitted by employees are no longer dealt with by their direct managers. Instead, they are assigned to a third party for evaluation. Workers who submit reports through the channel also now have access to real-time status updates on their submissions. Total reports made through the tool increased by 220% from 2023 to 2024, says the airframer. Alongside efforts to make it easier for employees to report safety concerns, Boeing says it has widened the use of machine learning to help workers in "proactively identifying and addressing potential hazards". Boeing says it also "continues to make progress" on improving its Organisation Design Authorisation (ODA) programme – its internal division authorised by the FAA to perform aspects of aircraft certification. Boeing has been fined by the FAA in the past to settle enforcement cases related to its ODA programme. In its report, Boeing says it "continues to make progress on several fronts to strengthen the ODA programme and improve the independence of Boeing employees selected as ODA unit members who are authorised to perform certain functions on behalf of the FAA". It adds: "In co-ordination with the FAA, these initiatives focus on improving ODA oversight, its administration, the unit member appointment process and the development of skills. A significant portion of the initiatives focus on increasing the support system for ODA unit members and ensuring they can perform their delegated duties free from interference." The airframer says that a recent survey found that 8.9% of employees reported having experienced such interference in the last 12 months – down from 12.1% in 2023 and 13.9% in 2022. Ruhmann concludes his introduction to the report by noting that Boeing's teams "continued to make progress on global safety collaborations, data analytics, data-sharing initiatives, customer training and support programmes and other long-term investments that help raise the bar ever higher on safety". "This gives me confidence that we are on the right path on our safety journey," he asserts.

Azul has reaffirmed its view disclosed on 14 May in its first-quarter earnings release that it is making "significant progress" in improving its balance sheet. On 20 May, S&P Global Ratings downgraded Azul's issuer credit rating on the basis that the carrier's "very tight liquidity" increases the risk of default "within the next few months". Two weeks earlier, Fitch Ratings had downgraded its long-term foreign and local currency issuer default ratings (IDRs) for Azul, citing the carrier's "inability to effectively improve liquidity". Regarding S&P's ratings downgrade, Azul told Cirium on 21 May that as part of its usual financial management, it "constantly monitors alternatives that may contribute to strengthening its capital structure and preserving liquidity, with a focus on the long-term sustainability of its operations". It adds: "As previously mentioned in its quarterly earnings release issued on May 14, 2025, the company believes it has made significant progress in reducing its debt and leverage, and clarifies that it remains in ongoing discussions with its partners to optimise its capital structure and liquidity position." The Brazilian carrier says that it is "keeping a constructive dialogue with its key stakeholders" while conducting "its operations in the normal course of business". Azul ended the first quarter of 2025 with R6.7 billion ($1.19 billion) in total liquidity. Meanwhile, its gross debt rose by R987 million from the end of 2024's fourth quarter to R34.7 billion at 31 March 2025. It cites R3 billion raised through notes issued in January, in addition to an increase in lease liabilities related to new aircraft entering its fleet, for the rise in gross debt.

Norse Atlantic has posted sharply lower first-quarter losses as it booked one-off gains from the return of some aircraft to their lessor and the wet-lease out of another, as well as experiencing an upturn in demand for its own services. Operating losses shrank from $53.4 million to $5.2 million, resulting in a net loss of $14.9 million. Total revenue nearly doubled to $125 million, although passenger revenue only grew modestly from $58.2 million to $62.1 million. Norse returned three Boeing 787-8s early to AerCap in the period which had previously been dry-leased to Air Europa, resulting in a $28.7 million accounting gain. It also booked $28.8 million from a deal with P&O Cruises and a placement of one 787-9 on an ACMI contract with Indigo from March. Combined, the two one-off gains accounted for the bulk of the improvement in revenue. Following the return of the three 787-8s to their lessors, Norse is left with a fleet of 12 787-9s. It has agreements to place five more aircraft with Indigo through the second half of 2025 and into early 2026 as part of its "dual leg" business model designed to reduce market risk and complement its own scheduled operations. However, the carrier also recorded a 22-percentage-point increase in load factor to 95% and a 51% increase in passenger numbers to just over 300,000, with the number of flights operated rising by more than a fifth. The carrier operates services from several European destinations, principally London, Paris and Oslo, to US cities such as Miami and New York. Recently it has announced a move into Asian leisure routes with the start of winter Bangkok services for 2025/26. That means that for this year's peak summer season, Norse will operate 11 aircraft on its own routes, but that will shrink to just six aircraft for next summer. The year "has started on a positive note with a world leading load factor of 95%, significant volume growth and increased revenue per passenger compared to the first quarter of 2024", states chief executive and major shareholder Bjorn Tore Larsen. "The improvements across all key performance indicators are a function of Norse Atlantic Airways’ new commercial strategy implemented in 2024 and continuous focus on operational efficiencies. This is reflected in improved year-over-year financial performance during a seasonally low quarter for the airline industry." Norse retains pandemic-era lease terms for its aircraft with an average period remaining of 10.5 years. "The lease agreements are highly favourable compared to current market rates for the aircraft type and have no price or inflationary adjustments, providing Norse with a significant long-term cost advantage," it states. It adds that a new data-driven commercial strategy, introduced last year, has been a "key driver" of its higher load factor which is extending into the second quarter. It has also launched a series of cost-saving initiatives, including moving some operations from Norway to Latvia, which it expects will save it $40 million annually from 2026. Lacking a fuel-hedging strategy, the airline is also likely to benefit from a fall in global oil prices that has driven down fuel costs. "Shorter-term, pre-sales on routes out for sale is continuing to trend well above the pre-sales realised at the same time the previous year, supported by the improved marketing and sales model," the carrier explains. "Norse Atlantic is on track for building a sustainable and profitable airline. Supported by the commercial strategy, the dual-leg ACMI and own network model, and cost and efficiency initiatives, the company is aiming to deliver full-year 2025 profitability subject to no major shifts in customer demand and fuel prices."