“Look, we're targeting 5 a month. And I think that's a reasonable -- with the overall market demand and our capacity, I think that's a reasonable goal and where we expect to be.”

In context

“program now. We're having to do periodic inspection, but we're able to incorporate that and keep the airplanes flying. So we just have a lot of work yet to do here with this program. This is going to be a big focus area for us in the balance of the year. GE is also working the -- with this mid-seal issue that we've identified, it will require an update to the engines before delivery. So to your production point, we're still working through the industrial plan to get those -- to get all the engines upgraded to support delivery. So no real change in our forecast. And then the second part of this question was around capacity. Peter Arment: Just long term on the production system, just the ability to deliver at a higher cadence than you currently have been running. That's all. Robert Ortberg: Look, we're targeting 5 a month. And I think that's a reasonable -- with the overall market demand and our capacity, I think that's a reasonable goal and where we expect to be. Operator: Your next question comes from the line of Noah Poponak from Goldman Sachs. Noah Poponak: Jay, you made an interesting comment on longer-term free cash flow that you think you could have significant growth beyond the 10. I wondered if you would just talk about that a little more. I mean, I think we hear skeptics say, can they get to the 10 and then the 10 is peak because there has to be a downturn at some point or there has to be new aircraft investment at some point. I think people who are more bullish would say the production rates are still below demand, and there's some pieces in there that are moneymaking eventually that are still breakeven in the 10. The 787 math is interesting. I'd just be curious to hear you talk about what gives you the confidence to make that statement”