“I think as we go forward, we continue to do a lot of work to continue to support our products and qualification for USMCA treatment or bonds as we reexport material outside of the United States. So -- and of course, pricing. So there's an opportunity there to continue to mitigate the headwinds”

In context

“d say right now, no change to that outlook. It seems on track. Operator: Next question comes from the line of Ron Epstein with Bank of America. Ronald Epstein: Can you speak a little bit to the margins in Collins? It seems like the incremental margins might have been a little bit weaker than what we were thinking. Is that tariff related? Or how should we think about that? Neil Mitchill: Yes, definitely tariff related. During the quarter, Collins saw about $90 million of headwind from year-over-year tariffs, actually same number that Pratt saw for the quarter. So I think if you put that aside, the team is doing a great job making that a smaller number as we move forward. A number of mitigations have been identified but that's really the key driver there in what's dragging down the margins. I think as we go forward, we continue to do a lot of work to continue to support our products and qualification for USMCA treatment or bonds as we reexport material outside of the United States. So -- and of course, pricing. So there's an opportunity there to continue to mitigate the headwinds but that's what you saw in the third quarter. And you'll see that again in the fourth quarter, obviously, for both Collins and Pratt, too. Operator: Next question comes from the line of Sheila Kahyaoglu with Jefferies. Sheila Kahyaoglu: Maybe if I could just go back to Pratt. And if we could just talk about the moving pieces for the top line and also the bottom line. Just on commercial, you raised commercial OE revenue guidance by [ $150 million ] at Pratt pointing to mix. How do we think about -- is that just the GTF advantage coming in, so higher revenues per engine and the spares mix? And then how that factors into the bottom line with the negative engine margin headwind? Is it still $150 million to $200 million in '25? And how we think about the higher MRO output into the fourth quar”