“We will end up having deliveries that will be more second-half weighted, but at this juncture, there is no reason to believe the full year will be any different than what we have communicated.”

In context

“d everybody, this is on an engine that was certified back in September 2020. The crack that we uncovered during a shop visit—which is part of a flight test engine—is something we have seen before. We think we are at root cause. We are finalizing the modification as we speak, and we have been fully transparent with Boeing and the FAA every step of the way. So, I think as Boeing has said, we believe we are on track with the certification plan that has been communicated to customers. No change to the schedule. Of note, the 777X flight test program continues—it is ongoing. With respect to deliveries, we had deliveries in the first quarter. Currently, we are continuing to build up in assembly to the point of the mid-seal, modifying the tooling, and ramping some suppliers for the modified part. We will end up having deliveries that will be more second-half weighted, but at this juncture, there is no reason to believe the full year will be any different than what we have communicated. Operator: Our next question comes from Myles Alexander Walton with Wolfe Research. Myles Alexander Walton: Thanks. Good morning. I was hoping to switch gears a little bit on aeroderivatives—I know off-topic question—but you had a disclosure that had a restatement and moved derivatives equipment from your CES segment to your DPT segment. You had 94 deliveries of aeroderivatives last year to your customers, but the pricing on those looks fairly benign relative to the potential for where pricing could be, given the backdrop for power. So can you talk about what the strategy is for aeroderivatives and what the upside opportunity could be there for repricing and volume? Thanks. Rahul Ghai: Yeah. So, Myles, on aeroderivatives, as you know, we provide the engine and then our partners in the JV t”