Safran expects to gain certification this year for new high-pressure turbine parts designed to increase CFM International Leap-1B engines' time on wing. The US Federal Aviation Administration and European Union Aviation Safety Agency in December 2024 approved a similar durability kit for Leap-1A engines. Leap-1B engines power Boeing 737 Max narrowbodies, while the Leap-1A is an option on Airbus A320neo-family jets. Olivier Andries – chief executive of Safran, a joint parent of CFM alongside GE Aerospace – said during an earnings call on 14 February that the two manufacturers had recently begun using the improved hardware for engine production and in overhaul shops, and that it was therefore too early to assess the equipment's in-service performance. However, citing pre-certification endurance tests, he adds: "We are very confident that the time on wing will double." CFM said in December the new hardware would "ensure that Leap-1A engines achieve the same level of maturity, durability, and time on wing that our customers have enjoyed with the CFM56 product line". The Leap-1A durability kit includes an HPT stage 1 blade and nozzle, and forward inner nozzle support structure. Andries notes that the improvements will be especially relevant for operators in hot and dusty environments. He foresees that the durability kit will serve as a "trigger" for CFM hour-based Leap-1A support agreements to become profitable in 2025. GE in January said that aftermarket services for Leap engines had become profitable last year, and that the entire programme was on track to break even in 2025. The US manufacturer expects that original equipment production will break even in 2026.

Turboprop manufacturer ATR plans to keep deliveries flat in 2025 to stabilise its production amid continued supply chain delays and prepare to then ramp-up next year. The European airframer handed 35 aircraft to customers in 2024, versus 36 in the previous year. Chief executive Nathalie Tarnaud Laude said during a results briefing on 12 February that one additional turboprop had been completed and accepted by its buyer in 2024, but the transfer was held up by a payment issue. Tarnaud Laude describes the supply chain environment as "very tense" and acknowledges that aircraft have been delivered "a few months" behind schedule. Late component arrivals at ATR's final assembly line (FAL) in Toulouse are forcing the airframer to "constantly adapt" the production process and thereby cause delays, she says. "The priority for the second half of the year is to stabilize the parts that we receive [and] start to be able to install the parts where and when they should be installed into the FAL." Noting that many supply-chain problems have been overcome, Tarnaud Laude says she is confident that remaining issues can be resolved. "We know exactly the ones which are not behind us, [and] they are just being processed. So, this is the reason why I'm saying we start to see a little bit of light at the end of the tunnel." She cites Safran-supplied landing gears as an area of concern. Asked about ATR's production outlook for the next two or three years, Tarnaud Laude says the company's objective is to restore capacity to deliver 60 aircraft annually by the end of 2026. She recalls that the manufacturer previously delivered 80 turboprops from its existing facility but says that production processes and regulations have since changed and that more space is required for aircraft assembly today. "The way we operate today is not totally perfect," she acknowledges, noting aircraft movements within the facility which were accepted in the past but are now seen as inefficient. She expresses hope to create more production space "at some point" in future. Meanwhile, the manufacturer has launched a project to re-arrange the final assembly line, to meet regulations and incorporate new technology, says senior vice-president engineering Daniel Cuchet, another participant in the briefing. He adds that “we have some steps to regain” in terms of the staff’s work experience, tooling and overall FAL layout. “We are not as capable as of today to come back to the same [production] numbers [of previous years],” Cuchet adds.

UAE-based Air Arabia made a pre-tax net profit of Dhs1.6 billion ($436 million) last year, 4% more than in 2023. Revenue rose 11% to Dhs6.63 billion, as capacity was expanded amid strong demand, says the low-cost carrier. Passenger numbers increased 12% to 18.8 million, while load factor was maintained at 82%. Air Arabia chair Abdullah Bin Mohamed Al Thani says 2024, "a record-breaking year" for the group, was "marked by significant expansion and an increased footprint across all key markets", adding: "Building on our strong foundation, we have continued to achieve remarkable financial and operational growth, reaffirming the strength of our business model, the resilience of our management team, and the effectiveness of our strategic vision.” The airline expanded its network with 31 new routes across the year, and increased capacity 13%. It added 10 Airbus A320s to its fleet, bringing the total to 81. In the fourth quarter, Air Arabia made what it describes as a record net profit, of Dhs351 million, up 56% year on year. Passenger numbers grew 11% and the load factor came in at 83%. Al Thani says Air Arabia was able to expand its market "while maintaining solid margins", and that "this strategic growth, coupled with rigid cost control and strong operational efficiency, resulted in an outstanding performance for the quarter".