“And by the time we get through 2024, and we’re focused on that ‘25-26 timeframe, as we’ve said, BCA margins will look a lot like that before in that low double-digit area.”

In context

“gher rate of 42 a month before we see meaningful improvement there? Or is it more about the – once the liquidations are complete in 2024? Thanks. Brian West: Well, it’s both. Certainly, the liquidation benefit is something we’re very focused on because when you get rid of both on the 377, those dual factories, it’s just going to be a huge relief for the business to put that behind us. And we’re tracking, and we’re going to make good progress. And that will be substantially behind us as we move out of 2024. So that, no doubt, is a very big deal, coupled with the rate breaks. We just announced going to 38. That’s a big important move, and there’ll be subsequent rate breaks beyond that. And all of that is going to play into a margin trajectory that’s going to start to look a lot more normal. And by the time we get through 2024, and we’re focused on that ‘25-26 timeframe, as we’ve said, BCA margins will look a lot like that before in that low double-digit area. So we know what we have to go do. The levers are clear. We just got to execute. Peter Arment: Thanks, Brian. Operator: Thank you. The next question is from Myles Walton from Wolfe Research. Please go ahead. Myles Walton: Thanks. One clarification, one question. So I think, Brian, you said that you expected second half improvement in 37 deliveries so are you implying that we’re now going to be at the top end of the delivery range for the 737? And then I was intrigued by the 777X pull forward of resuming production there. Dave, was there something on the regulatory front in terms of progress that’s helping you pull forward that schedule at this point? Dave Calhoun: No, I wouldn’t say anything has changed. We’re still confident in the regulatory process. This is our desire to simply get ahea”