“That will give us the opportunity through the back half of this year to really work through the industrialization plan and give us a full cut-over, both with respect to the aftermarket and new make early in 2027.”

In context

“Larry Culp: David, I would just maybe step back on the durability kit, for a moment, whether it be at IATA a few weeks ago, whether it's a recent customer survey that we've done, I think we're encouraged with some of the feedback we're getting. Internally, we've said one of our priorities for the year is to be more customer driven, to really see ourselves as our customers do. That sounds obvious, but it's really helped us, I think, see some areas of opportunity, certainly improving durability and time on wing, front and center. I think from a LEAP-1A perspective, we now have over 40% of the fleet equipped with the durability kit, and the performance has been quite good. We've talked about this being the unlock for a doubling of the time on wing, putting us in line with the CFM56, really encouraged in that regard. We have certification for the LEAP-1B durability kit. That will give us the opportunity through the back half of this year to really work through the industrialization plan and give us a full cut-over, both with respect to the aftermarket and new make early in 2027. It really won't be something that will trigger an acceleration of work. I think we've talked in the past that the fleet retrofits really will be a multi-year effort. Those engines are due to come in for their first shop visit on a relatively predictable schedule. I don't think you're going to see many engines come in early for the durability kit. It really be in the early 2030s until we can look at both the LEAP-1A and LEAP-1B fleets as being fully retrofit. Again, the certification's a big step. We'll work through the industrialization, encouraged by the 1A field performance, and over the next several years, we'll, I think, be in a much better place in this regard.”