“And we'll move past the peak losses towards later in the decade and the program should be profitable by 2030.”

In context

“ne. It's really, at this point, a matter of time. Rahul Ghai: And Rob, from our guidance perspective, we do have a few rev rec units here in the fourth quarter. We've already started delivering the engines to Boeing. Some of them are already gone, more will go out here in the remaining two months of the quarter. For '25, we're working with Boeing on exactly how many engines would they need based on their demand profile. So that is work that we need to do in the next couple of months. But we expect that the program will obviously ramp here over the decade. And the key for us is just to continue to work the cost out. And as we shared at Investor Day, we expect about 30% of the cost to come out by the 50th engine, an additional 30% as we get to the 250th engine. So that's what's in our plan. And we'll move past the peak losses towards later in the decade and the program should be profitable by 2030. So that's what we built in into both our near-term and long-term outlook. Operator: Our next question comes from Myles Walton with Wolfe Research. Myles Walton: Thanks, good morning. Lawrence Culp: Good morning, Myles. Myles Walton: I was hoping you can comment on the customer concessions or penalties that might be associated with delinquency of deliveries, both on the commercial side and the military side, which are obviously below your plan and expectation. We get asked the question a lot, how do the financials that GE keep getting better if the underlying deliveries keep getting worse? I'm just curious if you can elucidate some of the penalties you might be absorbing under the surface for the delinquencies? Thanks. Rahul Ghai: Myles, let me start and Larry jump in here. Myles, as you k”