“And so we've got, I think, over this time period, over this next 18 months or less, a solid path to get back to positive booking margins on that program.”

In context

“kind of how do you see the play-by-play evolution with so much going on with the 737 and the 787. Jesus Malave: Yes. Thanks, John. Let me just baseline you, again, in the quarter, BCA had 6.1% margins, a little bit better than what I talked about in March, and that was largely due to this onetime benefit that we received. Having said that, we still expect progressive improvement sequentially throughout the rest of the year. And that will, again, go carry over into next year where we expect the margins to turn positive mid next year. So I think they're on the right track. That is basically dependent on the delivery volumes and us continue to increase deliveries. It's also dependent on cost base extensions. And again, we have such a strong backlog that's well priced, high confidence there. And so we've got, I think, over this time period, over this next 18 months or less, a solid path to get back to positive booking margins on that program. Operator: Your next question comes from the line of David Strauss from Wells Fargo. David Strauss: Kelly, 2 quick questions. First, I guess, on Spirit, I think, Jay, you've talked about $1 billion kind of cash drag from Spirit this year. How do you see that progressing into '27? That's the first one. And then 777X change incorporation, I hear change incorporation. It sounds a bit scary based on past history when we hear change incorporation. What exactly is involved in terms of change incorporation? And how many aircraft kind of built aircraft are we potentially looking at where there -- where change incorporation is going to be necessary? Robert Ortberg: Let me start with the change incorp. So we've -- what change incorp is, is basically for the airplanes that we have built to incorporat”