The price of jet kerosene has risen to its highest point since the start of the pandemic, pushed up by stronger crude prices. Petrochemical market information provider ICIS – assessed the cost of barge-delivered jet fuel in the Amsterdam-Rotterdam-Antwerp import region at $577.25-578.25 per tonne on 11 May, a rise of $9 per tonne from the previous week and up from $528-528.50 per tonne four weeks ago. This time last year, jet fuel deliveries in the region were priced at around $200 per tonne. ICIS notes that, amid limited buying activity and ample supply, price increases have been driven by firmer upstream crude costs. A state of contango, in which futures prices remain above spot prices, "is likely to persist", predicts ICIS, although "sufficient stocks storage" means that "economics remain discouraging". ICIS adds: "Jet kerosene outright values remained largely firm at last week’s levels supported by greater steadiness in upstream Brent crude futures, hovering around $68 per barrel for most of the week, further buoyed by the US Colonial Pipeline disruption." Although crude prices did actually fall during April amid ongoing lockdowns in Europe and the worsening Covid-19 situation in India, "ICIS expects oil demand to recover at a higher rate in June, when it is expected that most countries will aim to remove major restrictions". Supply additions by the OPEC+ group from May could act to counter this extra supply and restore some balance to the market, ICIS suggests. In North America, the price of jet kerosene for delivery to New York Harbor rose by 2.75 US cents per US gallon in the week to 11 May, reaching 185.75-186, which compares with 166.50-166.75 four weeks ago. "Jet fuel supply in the northeastern and southeastern US is tightening as shipments are unable to be delivered due to the Colonial Pipeline shutdown," notes ICIS. In Asia, the price of jet fuel for delivery to Singapore was marginally higher week on week, at $71.18-71.58 per barrel, against $64.69-65.09 four weeks ago. "The market remains supported by an upbeat demand outlook in the US and Europe with air travel expected to pick up as coronavirus restrictions are eased," writes ICIS. "There has also been some upside from the shutdown of the Colonial oil product pipeline in the US following a cyberattack." However, it notes that demand is being held lower in Asia by weaker demand from India, which could be compounded by the return of several refineries in South Korea over the coming weeks following maintenance, boosting the supply of kerosene into the market.

The US Federal Aviation Administration has approved a fix proposed by Boeing to repair electrical power problems on around 106, 737 Max aircraft, allowing the airframer to remedy the manufacturing error and help airlines return those affected jets to service. The FAA says it has "approved the service bulletins and associated instructions" proposed by Boeing for its airline customers that grounded the 106 Max jets in April after the airframer reported the manufacturing glitch. The FAA's approval of the Max remedy was first reported by Reuters. Once airlines receive the instructions approved by the FAA, the maintenance fix for the back-up power control system on the 100 jets will take several days per aircraft, Boeing says. The manufacturing errors could affect Max electrical systems including standby power control units and instrument panels. The FAA has said the affected Max 8 and Max 9 jets are in the fleets of around 20 airlines, including 71 Max aircraft in the fleets of Alaska Airlines, American Airlines, Southwest Airlines and United Airlines. Those four US airlines grounded the affected Max jets in April. Boeing also halted deliveries of all Max jets in April, interrupting its efforts to accelerate the return of service for its backlog of pre-ordered jets in storage. That month Boeing logged 20 new orders for Max jets, which was nearly offset by 17 cancellations for Max jets. The manufacturing glitch also disrupted its attempt to boost confidence in Max jets and depart from criticism of the two fatal crashes that led to the deaths of 346 people, a 20-month flight ban against Max jets and international scrutiny. The FAA in November 2020 allowed Max jets to return to service and Boeing says 170 of 195 global aviation regulators have reopened their airspace to Max jets. The US Department of Transportation's top inspector in April, however, commenced a new investigation into how the FAA both grounded and recertificated Max jets. The FAA is still investigating the origin of the manufacturing issue that led to the electrical grounding problem affecting certain Max aircraft. "The agency also is auditing Boeing’s process for making minor design changes across its product line, with the goal of identifying areas where the company can improve its processes," the FAA says. "These initiatives are part of our commitment to continually evaluating and improving our oversight of all aspects of aviation safety, recognising that catching errors at the earliest possible point enhances what is already the world’s safest form of transportation." Boeing is also trying to ensure safe, stable production of its 787 aircraft. The manufacturer on 26 March resumed deliveries of the 787 aircraft type following a five-month pause due to concerns about its fuselage. The airframer maintains its goal of increasing Max production to 31 aircraft per month by 2022 and aims to deliver its first 777X widebody aircraft by late 2023.

Turboprop manufacturer ATR has completed the design phase and is preparing to begin production of the short take-off and landing (STOL) version of the ATR 42-600 under a revised schedule. The Toulouse-based airframer – jointly owned by Airbus and Italian aerospace group Leonardo – says that it has adjusted the ATR 42-600S's development schedule because of the pandemic. The first flight is currently planned for 2023, having previously planned a first delivery during the second half 2022. ATR says that the programme's "maturity gate 7" – the point at which all critical design reviews have been completed, the aircraft's overall architecture is frozen and its performance is confirmed – was reached under the new schedule in March. "Programme partners and suppliers can start manufacturing the first parts," the airframer adds. STOL programme manager Michelangelo Esposito states: "The STOL teams have been doing a tremendous job to make this possible. They have adapted their ways of working to the Covid-19 challenging context, working collaboratively without being able to see each other or traveling to meet our suppliers." ATR formally launched the ATR 42-600S development in 2019 after securing commitments from turboprop specialist Elix Aviation and Air Tahiti for 10 and two aircraft, respectively. The STOL concept had previously been studied and discussed with customers for some time. Data shows that ATR has since received three ATR 42-600S orders from PNG Air and commitments for another eight units from undisclosed customers. ATR says that the STOL version will be capable of operating, under certain conditions, from 800m paved runways as opposed to the 1,050m lower limit for the standard ATR 42-600. Principal modifications to the aircraft include a larger rudder, an option to deploy spoilers after touch-down, and an autobrake system to ensure full braking on the runway as soon as possible. The aircraft will be powered by the Pratt & Whitney Canada PW127M engine, like the standard ATR 42-600 and ATR 72-600. But pilots will be able to select higher engine ratings for STOL operation. Take-off from short runways will be operated with a 25-degree flap setting, the airframer notes. ATR sees the STOL variant as an opportunity to expand its market and attract orders from operators wanting to replace legacy 30-seat turboprops, and to operate from smaller airports that could previously not be served by ATRs. The ATR 42-600 is the only Western-built 50-seat turboprop still in production today.