Boeing Stock

Thank you for standing by. Good day, everyone, and welcome to the Boeing Company's Third Quarter 2026 Earnings Conference Call. [Operator Instructions] Please be advised that today's call is being recorded. The management discussion and slide presentation, plus the analyst question-and-answer session are being broadcast live over the Internet. [Operator Instructions]

At this time, I'll turn the call over to Mr. Eric Hill, Vice President of Investor Relations for opening remarks and introductions. Mr. Hill, please go ahead.

Thank you, and good morning. Welcome to Boeing's quarterly earnings call. With me today are Kelly Ortberg, Boeing's President and Chief Executive Officer; and Jay Malave, Boeing's Executive Vice President and Chief Financial Officer. This quarter's webcast, earnings release and presentation, which include relevant disclosures and non-GAAP reconciliations are available on our website.

Today's discussion includes forward-looking statements that are subject to risks and uncertainties, including the ones described in our SEC filings. As always, we will leave time at the end of the call for analyst questions.

With that, I will turn the call over to Kelly Ortberg.

Well, thanks, Eric, and good morning, everyone. Thanks for joining in today's call. As we enter the final months of the year, we're continuing to make progress across our businesses, having completed many of the key milestones in our 2026 plan and building on the trust we've restored with our stakeholders.

Through the third quarter, we delivered 161 commercial aircraft, the most since 2018. We received FAA certification for the 737-7 in July, and the 737-10 just last week. We reached a new 4-year agreement with Union representing our engineering and technical workforce in the Pacific Northwest avoiding any work interruption. And we secured major program awards across our defense and space portfolio, including multibillion-dollar contracts on key programs like the PAC-3 and the F-15EX. And we scored a generational win with the U.S. Navy when they selected Boeing to design, build and deliver its sixth generation fighter jet, making Boeing the exclusive sixth-generation fighter company for both the U.S. Air Force and the U.S. Navy.

These accomplishments reflect the significant progress we're making and they're made possible by the sustained focus of our team on safety, quality and performance. We know there's more work to do, and I've said before, our progress is not always going to be perfectly linear, but we continue to improve, and I'm confident we are on the right track. I'll touch on the highlights I just shared as well as areas that require more attention in the quarters ahead, and let's start with our development programs.

All year, we said that certifying our new aircraft models is one of our most important goals. The FAA certification of the 737-7 and the -10 represents the culmination of nearly 1,500 test flights and more than 4,000 hours of ground and flight testing. And I want to thank our employees who worked on or supported these programs and never lost sight of our mission; and to our customers and partners, I extend my gratitude for the steadfast support and confidence in these airplanes. And we look forward to the newest members of the 737 MAX family, delivering on their promise of greater efficiency and more capability.

With the 737-7 and -10 FAA certification were complete, our focus now centered squarely on the 777-9. We continue to make progress on flight testing and still need approval to begin the balance of the flight test program, including ETOPS testing. We continue to expect first delivery in 2027 and all of our latest assumptions continue to be within the EAC we reset last year.

Turning now to our commercial factories. On 737, we continue to work towards stabilizing production at 47 airplanes per month. Our factory key performance indicators are performing well particularly in the final assembly, where we've seen a 40% improvement in rework since the start of last year. However, as I mentioned at a conference last month, it is taking us longer than we had expected to demonstrate performance at rate 47. We're making progress, but we still have more work to do, and I'm expecting it will take us into next year to get fully stable at this rate.

Our output of wings is improving, but we need to demonstrate sustained performance at this level and ensure we have a high confidence plan to step up to rate 52 when the system is ready. To reach 52 aircraft per month, we have to get the North Line certified and producing our back shops, including wings, stable and ready and fuselages in which to stable at the higher rates.

Taken together and integrating our learning from this year, our financial plan will target rate 52 in the back half of 2027. And as I've said many times before, it's more important that we do this ramp right than what particular month we achieve a rate break, and we'll stay disciplined here.

Switching now to 787. We are stable at 8 aircraft per month, while the factory is performing well. While we have stability in our factory, delivery cadence has been uneven month-to-month due to the seat certification challenges we've discussed previously. We are seeing increased stability in our supply chain and closely watching engine delivery performance as it remains the pacing item for rate 10. We still expect to start the transition to 10 per month yet this year, and we're making good progress on our Charleston expansion to support even higher production rates.

Beyond the progress we're making in our factories, we're also continuing to position Boeing for the long term. That is showing up in the quality of our backlog, the demand we're seeing across the portfolio and in the investments in program wins that position us well into the future.

Last month, we achieved a transformational win that will shape the company for decades to come when the U.S. Navy selected Boeing as the winner of the FAXX competition. To be selected for another sixth-generation fighter program is a testament to our innovation, our team and trust we've built with our customers. It is a true honor to support the national security priorities and a responsibility we take very seriously.

In addition to FXX, we continue to see strong demand for proven franchises across our defense and space portfolio. Boeing received a 7-year contract to accelerate and eventually triple the PAC-3 seeker production, supported by our early investments in facilities, workforce and supply chain. In the quarter, we also received a contract to manufacture 22 more F-15EX aircraft for the U.S. Air Force. And this award brings the total number of aircraft under contract to 120 with the potential for additional upside as the F-15EX continues to demonstrate the value of its unmatched payload and range capability.

Beyond new franchise wins, we also continue to see tangible benefits from the active management approach that we've talked about. As I said last quarter, Starliner was a program where we still had work to do with the customer. We've since worked with NASA on a path forward to support future flights while reducing our program risk, including $359 million of additional NASA funding. Taken together, these are the kinds of actions and outcomes that will support our customers, strengthen Boeing and position us well for the future.

That long-term position is also beginning to give us greater visibility into the financial path forward. As I mentioned, over the last 2 years, we've made exceptional progress restoring trust, retiring risk and transforming our culture and rebuilding the foundation of safety and quality that will help ensure durable success. We have also been deliberate about not getting ahead of ourselves given the range of outcomes tied to the production ramp, certification timing and other critical program execution. But we appreciate that it's been difficult for shareowners to assess how our progress will translate into financial performance.

We're now at a point where the range of outcomes is narrowing. As we look ahead, our outlook is supported by a record backlog of $745 billion with improved pricing dynamics, a more stable production system and better underwriting on development programs and our plans for continued progress on aircraft certification. Taken together, those factors give us confidence to share a multiyear free cash flow target for the business.

We've narrowed our range and expect to generate approximately $2 billion of free cash flow in 2026. I'm expecting that, that will improve to about $3 billion in 2027, inclusive of the additional CapEx to support the FAXX development. We believe this should improve to about $6 billion in 2028, as we start to burn off some of the headwinds and accelerate from there. And I expect to achieve the $10 billion target in 2029. Jay will provide further color on the elements driving this trajectory in his remarks, but it's important to highlight, we continue to see significant growth potential beyond the $10 billion, in line with our prior comments.

So to sum it up, we remain well positioned for the long term. I'm pleased with our progress we've made so far. We've come a long way, but we're entering a new phase and the bar is higher now, as it should be. Our job is to keep raising our performance to meet higher expectations while always prioritizing safety, quality and stability. I'm confident we'll get there because we're doing the right work and taking the right actions to build more durable, dependable performance over time.

So before I close, I want to thank all of our employees for the work they're doing every day to move Boeing forward. And with that, I'll turn it over to Jay to discuss our financial results in more detail before we move to question and answer.

Thanks, Kelly, and good morning, everyone. Starting with consolidated financial results for the quarter. Revenue of $24.2 billion was up 4%, primarily driven by higher defense and services volume, partially offset by less favorable commercial delivery mix in the quarter. Operating margin improved to 1.5% and core earnings per share improved to a loss of $0.34, reflecting higher segment earnings and lower corporate expenses.

Free cash flow was positive $464 million in the quarter, an improvement versus the prior year, driven by improved working capital, partially offset by the Department of Justice settlement payments of approximately $700 million and planned CapEx for our investments to expand capacity in Charleston and St. Louis.

Turning to BCA on the next page. BCA delivered 161 airplanes in the quarter. Revenue was $10.7 billion, down 3% year-over-year, driven primarily by less favorable delivery mix. Operating margin of negative 6.5% improved materially versus the prior year's results which were impacted by the 777X charge. That improvement was partially offset by a reduction in booking rates associated with production rate adjustments and higher estimated supply chain costs.

Backlog at BCA increased again to a new record level of $612 billion. It includes over 6,300 airplanes. This includes orders during the quarter from Turkish Airlines, Ethiopian Airlines and Lufthansa.

Clicking down on commercial program performance. Starting with the 737, we delivered 124 airplanes in the quarter. As we close out the year, the delay and stability at 47 per month is expected to translate to the lower delivery output and come in shy of the 500 delivery target. Let me remind you that we've built -7 and -10 aircraft prior to certification that will start delivering early next year.

Going forward, we expect longer intervals between rate steps, the higher we go, which is more in line with our historical demonstrated performance. That said, our team has detailed plans for what is required to get to higher rates, and we continue to make investments to create more capacity and resiliency in our production system that will enable stronger performance at higher levels with a consistent focus on safety and quality.

On the 787, we delivered 22 airplanes in the quarter. We continue to expect to deliver 90 to 100 airplanes in the year, but expect it to be closer to the lower end, given the delays in getting to rate 10. In Charleston, our factory expansion is underway, and we expect the majority of the capability to come online late next year.

In addition to the two lines in our current footprint, our second final assembly building will add a third line that increases capacity, flexibility and resiliency in our production system. On the current 777 metal-wing freighter, we received FAA approval for incremental production of up to 35 units, further extending the most popular dedicated freighter of all time.

During the quarter, our 777 freighter and 767 tanker production lines were disrupted by a supplier of wing components. Shipments from that supplier have resumed. However, there will be a gap in our production system that gradually flows through these production lines over the next few quarters. The cost of that disruption was not material in the third quarter, but will be treated as abnormal costs and period expense over the next few quarters.

Finally, on 777X, as Kelly mentioned, we remain on track for first delivery in 2027. As we get closer to certification, we have firmed up our production and delivery plan. We are currently producing airplanes at a rate of approximately one per month, and expect to stay at that level for most of 2027. These latest assumptions are within our EAC.

With respect to program cash flow, we continue to expect 2027 to be a significant use of cash with 2028 improving before turning positive in 2029. Like the rest of our programs, we are prioritizing safety, quality and stability as we ramp this new production system and work towards a delivery schedule that our customers can reliably plan for.

Okay, let's shift over to BDS on the next page. BDS delivered 30 aircraft and 3 satellites in the quarter. Revenue increased 15% to $7.9 billion, driven primarily by higher volume, including growth on classified programs and missiles and weapons. Spirit contributed approximately $160 million of sales in the quarter or 2 points of growth.

BDS operating margin was 6.2% in the quarter and includes a $252 million gain on the sale of HRL laboratories. Across the BDS portfolio, we continue to see operating performance gains in line with our expectations of steady margin improvement, and we remain confident in our path to high single-digit operating margins by the end of the decade.

BDS booked $23 billion in orders during the quarter with record backlog of $101 billion, and we remain committed to our strategy of entering into appropriate contract structures on new business. Importantly, in the quarter, BDS was selected by the U.S. Navy to design, build and deliver the FAXX next-generation fighter aircraft. This order was not included in our third quarter backlog pending completion of the source selection and evaluation process.

Now moving to Global Services on the next page. BGS sustained its momentum and delivered another quarter of strong financial performance. Revenue was up 4% to $5.6 billion. Excluding the impact of the digital aviation Solutions divestiture, revenue was up 11% from prior year, primarily driven by government and commercial modifications volume. Operating margin of 18.3% was up from prior year. Unfavorable volume and mix, partially offset by the divestiture last year.

Both commercial and government businesses delivered double-digit margins in the quarter. Operationally, the BGS team continues to demonstrate process improvements across the business. For example, on the C-17 heavy maintenance program, we continue to perform work at record low rework levels while taking on greater scope of work for our customer, supporting revenue growth and margin performance. BGS received $5 billion of orders and ended the quarter with a backlog of $33 billion.

Shifting over to cash and debt. Cash and marketable securities ended at $20.7 billion, primarily reflecting cash flow generated in the quarter. But that balance was unchanged from the prior quarter at $45.9 billion. We continue to maintain access to $10 billion of revolving credit facilities, all of which remain undrawn, and we remain committed to strengthening the balance sheet and supporting our investment-grade rating.

Now let me provide some additional context on our free cash flow outlook and targets. First, as Kelly noted, we have narrowed our prior range and expect to deliver approximately $2 billion of free cash flow in 2026. This includes the assumption of the KC-46A Tanker Lot 13 order in advance as well as other seasonal working capital benefits in the quarter.

As Kelly said, we have increased clarity into our medium-term financial plan. In 2027, we expect to generate approximately $3 billion of free cash flow, followed by approximately $6 billion in 2028 and $10 billion in 2029 with significant growth potential beyond that in future years. For financial planning purposes, these targets assume that 777X will be certified by midyear 2027.

For 2027, in addition to the absence of the DOJ payment made in 2026, we expect free cash flow growth to be driven by higher commercial deliveries, modestly improved cash margins on the 737 and 787 programs, continued improvement at BDS and continued steady growth at BGS. We expect these fundamental growth drivers to be partially offset by the impact of less favorable working capital, including lower year-over-year BCA order deposits and around $1 billion of increased CapEx, which includes the growth associated with recent awards in BDS.

Keep in mind, as we discussed earlier this year, 2027 free cash flow will be significantly impacted by the legacy cash drags. Beyond 2027, we expect these legacy cash drags to continue to abate in a path to $10 billion to be underpinned by higher 737 and 787 deliveries with improving cash margins. Positive cash contribution from 777X, profitable growth at BDS and BGS and still elevated but lower CapEx. As we have said before, there remains significant growth beyond the $10 billion in the future. All of this is underwritten by the robustness in pricing included in our record backlog of $745 billion. As we advance, we would expect to provide additional assumptions in support of this free cash flow plan and other elements of the P&L.

Okay, summing it up. Our focus remains on deliberate and disciplined execution, consisting of steady deliveries, validated rate step-ups in operational performance that builds upon itself. We will not sacrifice long-term durability. Every decision is made to enable us to deliver on the full potential of the business.

With that, let's open up the line for questions.

[Operator Instructions] Our first question comes from the line of Myles Walton from Wolfe Research.

You went through a lot there on the walk from '26 to '27 free cash flow, a lot of positives. But yet, it's only ex the DOJ payment, a few hundred million dollars of growth. Could you size the advances as being abnormal in '27? And then maybe walk us a little bit more on the $3 billion expansion in '28. Is that 3/4 from 777X, maybe just the combination of -- in '29?

Okay. Sure. Thanks, Myles. Let me maybe slow it down a little bit. I could was moving pretty quick there through the materials. And just go back and just another quick summary here. As you mentioned, Myles, the DOJ payment doesn't repeat in 2027. That's a $700 million benefit. As I also said during my prepared remarks, we'll get the benefit from higher BCA delivery volume as well as modestly improving cash margins. You may recall in the second quarter, I discussed BCA margins, and they were about -- for 2026 around breakeven. So our contribution from BCA will be largely from the improving cash margins in 2027.

Of course, we'll have continued growth from improvement from BDS and BGS. So those all taken together provide positive benefit to cash flow in 2027. As you mentioned and as I mentioned in my prepared remarks, we will expect to have lower customer deposits by BCA -- 2026 was just a very strong year. It's trending to be a record year. The market is strong. Our campaign activity and pipelines remains robust. So we still expect 2027 order cash to be pretty strong as well, but just not at the same record level of 2027. And yes, I would kind of size that in the range of a few billion dollars of impact.

And then as I mentioned, just to close it out, the CapEx will be higher at $5 billion. So it's about $1 billion higher than 2024. So those are all the building blocks of 2027 free cash flow. As we get into '28 and really '29, it's kind of a similar story. These legacy drugs continue to abate, and they come down. And so we'll see improving cash margins and we'll also get the benefit -- a higher benefit from higher delivery volumes because now we'll be working from positive cash margins. And so we'll get a double benefit from both of those, and that's all supported by the backlog that we have.

As we get to 2029 more specifically, will be at higher production levels. And so I've said in the past that we expect that the building blocks have a $10 billion free cash flow on a normalized basis is around 52 on 737 for deliveries -- on a delivery rate around 10 for the 787 -- on a delivery rate and positive cash generation out of 777 program.

In '29 specifically, we'll be operating at higher production levels, which will translate into higher delivery levels. And so we'll be closer to the mid- to high 50s on deliveries in '29. We'll be closer to around 12 per month on a 787, and we'll be generating positive free cash flow or expect to generate positive free cash flow on the 777X in '29. The reason we need to be at higher levels because we'll still have some residual drags in '29. And I expect those to be fully behind us for the most part by '29. So there's runway, as I mentioned in my prepared remarks, in 2030 and beyond above $10 billion. So hopefully, that encapsulates '27 and also the future year outlook for you.

Your next question comes from the line of Seth Seifman from JPMorgan.

Wanted to ask a little bit about the unit returns on aircraft. You talked in the release about some cost growth that we're seeing. If you could -- both from the supply chain and from the process of increasing rates. If you could give a little more color on what that is. And then also how it affects your thinking about unit cash profitability in the out years?

And then on the pricing side, the fact that we're looking at kind of more gradual ramp-up in rates. Is that affecting the ability to kind of -- the timing on moving beyond some of these legacy drags on unit revenue?

Seth, let me kind of walk you through -- let me start with the BCA margins here in the third quarter. We did -- I did talk about them being impacted by the rate adjustments as well as higher supply chain costs. We had to rollout, as you know, through our EACs, which resulted in an impact to our booking rates. Specifically on -- I also had to talk related to the 777 program, the existing freighter program in the 767 program, we expect some abnormal costs to carry forward now in the fourth quarter into the first half of the year. I expect those to put some pressure on call it, third quarter run rate margins over that period of time, but they will abate and pretty much diminish in the second half of the year.

When you take into account the benefit of cost-based extensions and higher price backlog and other performance with the higher volumes, we will make some significant improvement in the back half of the year, put ourselves in a position to get to about breakeven in early 2028. As it relates to cash, all of this that we talked about in these impacts here in the third quarter, all contemplated and factored into our cash flow projections as well as the ramp in the cash margins over this period of time. And so I don't really see much of a difference there. We've absorbed it. We've contemplated that. And with the price that's already in the backlog, I'm highly confident in the improving margin profile of the BCA programs, both the 737 and 787.

Your next question comes from the line of Sheila Kahyaoglu from Jefferies.

Thank you so much for all that long-term color, Kelly. But maybe if we could just step back and talk about the macro, lots of interest around how higher for longer oil prices might affect the aerospace industry. And obviously, you have a key unique perspective on that. Can you maybe talk to customer channels you're checking to assess the market, whether it's orders, the services business or just how you're seeing lease rates move around just given the capacity cuts. And with your long-term guidance of free cash flow, what sort of oil price does that assume?

Yes, Sheila. So we are -- to confirm we are in constant contact with all of our customers here as we're navigating through these high fuel prices. I think the actual impact is going to be different depending on the airline. Obviously, a large portion of our backlog is going into replacement aircraft. So for those customers who are bringing on new aircraft to replace older aircraft, these are much more fuel efficient. And in fact, the high fuel prices are driving them to really, really want these aircraft sooner. So the area that we may see softness is in the overall growth, depending on what the airline overall growth would be.

So far, we haven't seen, Sheila, we haven't seen anybody wanting to replan their order growth. If that should happen, quite frankly, given our oversold backlog, I think there's opportunity for us to shift around and manage through that. But obviously, it's something we have to keep an eye on. So far, the airlines have been, for the most part, flowing the higher fuel into ticket prices, think over the next coming quarters, we'll have to watch that. But again, at a macro level, I feel pretty good about our ability to manage even if we do see some softening demand on the growth market because there's plenty of customers who are looking for airplanes faster for replacement. So we may have to rewicker a little bit of our firing order. If that happens, it's not happening yet, we have to keep close to our customers here.

Your next question comes from the line of David Strauss from Wells Fargo.

Jay, the walk to '27, can you maybe just put a finer point on what you're expecting for MAX and 787 deliveries, including what you're assuming for liquidation of the 7 and 10 inventory? And then 777X, I think that's obviously pretty big. The timing there is a pretty big risk item to the outlook. Let's say that slips out of '27 into '28, how much of a risk could that be to that $3 billion cash guide?

Okay. Just on your -- on the inventory aircraft, next year, we expect between -7 and -10 deliver around 30 aircraft that are prebuilt going into the year.

On the '27 cash bridge -- what was the...

It was on the 777. He was asking about the 777, if it would slip out.

Okay, the 777X program, look, it's a scenario that would be significant. We're on a good path, though, as Kelly mentioned in his prepared remarks, I think the risk would be more of later in the year, which would have a kind of some impact on deliveries. Think about deliveries next year between 10 to 15 in that ballpark. And so maybe you'd see some deliveries come down a little bit. And so I think that, that could be absorbed within the guide that this $3 billion.

Yes. And I was also hoping to get just the -- what you're exactly assuming for MAX deliveries and 787 deliveries in total...

Yes, that's the question I forgot. Please if it, David. So that -- we'll give a little more color in January. What I can tell you is think about total deliveries at BCA to be up 10% plus, similar to this year. And we'll give more color on that more specifically by program in January.

Our next question comes from the line of Scott Mikus from Melius Research.

Jay, I think you mentioned in the out year 2029 time frame, you're expecting 737 production in the mid- to high 50s and 12 per month on the 787. You're going to be at 52 per month in the back half of next year on the 37 moving to 10 per month on the 787 by the end of this year. I'm just curious why it will take roughly 2 years to move up to those higher rates contemplated in the '29 targets? Just has the outlook for the supply chain deteriorated at all?

No, good question. It's a very good question. And typically, what we have is deliveries do lag the production. But what I would characterize the reconciliation of that is really the upside opportunity that we have in 2029. If we're able to deliver at these higher rates that we're producing it and that would provide upside to the $10 billion target that we have out there.

Okay. Got it. And then if I could just follow up real quick. Any assumption on cash taxes or cash interest by the time you get to '29?

It's more of the same. We won't start to have taxes kick in into the early 2030s. I just will come down a little bit accordingly with the maturities, but not significant interest cash.

Our next question comes from the line of Doug Harned from Bernstein.

Kelly, if I go back to August on the 737, we looked -- we talked in and things looked pretty stable. It seemed at 47 a month, although as you highlighted, the there were wings, Wichita -- all those things to think about. -- engines, I think, seem fine. But in September, you described the challenges on drilling holes on the wing, but as we look at getting the stability now, what has to happen is the wing issue resolved at this point? Where does Wichita stand? And how do we get comfortable that if the visibility wasn't that good back earlier in the summer, how do we get comfortable that things are moving on to the right track to get to that 52-point next year?

Yes. Okay. So let me, first of all, say that engines aren't a problem in this equation. So you can kind of take that out of the equation. We had a series of flow enablers to allow us to ramp up production from 42 to 47 to support that in our wings back office or back shop. That's where we build all the wings for the 737 aircraft. And some of those flow neighbors just flat out did not yield the flow savings.

Some did, some didn't. So we had to step back and make some changes to that. We've got some additional flow enablers. In some cases, we're adding some capacity where we didn't see the flow enablers yield, and we're going through that process right now. Now Early signs are encouraging. We are improving, but we're not yet to where I can say we're stably producing wings to support the 47 a month rate. So we're going to want to dwell on that for a little while to make sure we're stable and don't end up in an unstable situation with production.

Now that informs our next rate increase, obviously. So we didn't go smoothly from 42 to 47 as we did from 38 to 42. And so we're going to want to make sure in the next rate break, at 52 that we very much have understood and tested all of our rate enabling functions in the back shops to make sure that they're going to yield.

The other thing is recognize that for rate 52, we've got to have Everett the Everett line up and running as well. Really no change to our outlook there. That's going well. In fact, yesterday, we rolled out our first -10 from the Everett production facility. So look, we've got to get wings stable, and that's been a challenge for us. And it's just as a result of the process improvement yields weren't there. And so we're going to lose learn from that and make sure before we go to the next rate, we've fully tested these improvement areas and make sure that they are going to yield the next rate increase.

But if I can, are there any other watch items here? In other words, if you get the wings really, is that done -- once that's done, things like -- coming out of which other supply chain questions. Are there any other significant watch items? Or will you feel pretty good on this once you've cleared the wing situation?

Well, I think right now, wings are what have caused us the instability. Part of that is because we do have inventory in fuselages. But once we get through wings, fuselage will be an important a focus area for us as well. And backing up on that, remember that we are producing fuselages at a lower rate than the final assembly intentionally to burn down inventory. So the balance of this year and early into next year, we do have to see the ramp-up of fuselages also, and we get synchronized with the final assembly at rate 52. So that's all in the calculus of our go-forward plan here, getting Wings stable, ramping up the fuselage.

I wouldn't point you to anything else in the supply chain right now. I mean, there's always the pop-up kind of things like we've had with the GKN windows that we're working to alleviate. But there's no systemic challenge I see right now. Again, I think it's wings, fuselage will be important for this next rate break.

Your next question comes from the line of Peter Arment from Baird.

Kelly, you just kind of touched upon which to a little bit, but maybe if you could just give us an update of the ongoing ramp of what you're seeing in Spirit. Any metrics you want to share on that progress? And then Jay, just to kind of confirming BCA cycling at much higher levels. It sounds like you're calling out a potential breakeven margin in play for '27. Are you expecting BCA margins to return to more historical levels with your kind of '29 outlook? Just maybe any color there on the slope of the margin recovery at BCA, that would be helpful.

Okay. Let me start with Wichita. So overall, the integration is going according to our integration plan. One of the things that we really are focused on, while we kept Wichita at a lower rate, was to implement our safety and quality plan at Wichita that we were very successful in implementing in Renton, as you know. And so we've been doing that. I would say that that's probably slowed them down a little bit as we've implemented some of these safety and quality features. So you'll see our inventory of fuselage is probably a little bit lower or burning down a little bit faster than what our baseline plan said. But again, we've got the ramp-up plans in place that's contemplated in our forecast here as we go forward. And also contributing to making sure we stay stable at 47 a little bit longer before we move to 52.

On the margin recovery, Peter, we often anchor and compare to 2018 margins. What I could say there is on the 737, it will ramp up the margin profile, but we'll not reach what it was in 2018 either on a percentage or absolute basis. By contrast, the 787 by 2029 will exceed what it was on 2018, both on an absolute basis as well as on a percentage basis. Taken together, overall, will be in that benefit in '29.

Your next question comes from the line of Noah Poponak from Goldman Sachs.

Jay, it seems like a decent amount of the variance in the free cash trajectory you just provided versus maybe what some people are thinking is CapEx. So you gave us a '27 CapEx. Maybe you could just give us the capital plan for '28, '29 or when you get back to normalize as a percentage of revenue? And then on 777, I guess, it's fairly surprising to hear the answer to the prior question that you could absorb another slide. Just last time it had the slide, everybody had to move free cash around a lot. So should we interpret that as you are providing conservative numbers you want to be able to beat? Or is it just that the 777 delivery plan is so late in '27 that it can slide?

Yes. Let me address 777, and I'll let you talk about the cash flow. When we did the reset last -- the last reset major reset on the 777 program, we definitely put management reserve in there to allow for additional schedule pressure going forward. Now I don't want to imply that the 777 program has moved to the middle of next year. We are still driving to the team for certification. But what we're saying is we've financially provisioned such that if certification delays to the middle of the year that we'll still be able to do that within our EAC. We're driving to a much earlier date right now. We don't yet, as I said in my prepared remarks, we don't yet have the full authorization for the flight test program. There's a couple of things I will note is the FAA had a tremendous amount of work to do on the -7 and -10 certification as did our test teams. And having that work behind us really does allow us to both parties to put more resources on the 777 test work that's yet ahead of us. So I'm hopeful to see us accelerate that here as we run through the balance of the year and run into next year.

Airplanes are flying. We're making progress on the test program. We are getting some incremental authorization for additional flight testing from the FAA that think of it as kind of an extension to the TIA 4B. We still have these big flight tests yet ahead of us -- flight test authorizations yet ahead of us. So we're working hard to get all that done. I will also say that I think we now know after the -7 and -10 what it takes to get certification complete in this new post world of regulation. And so that's factored into our planning and we're off executing that with the FAA now.

On your question, Noah, on CapEx, for '27, about $5 billion, as I mentioned, '28 and '29 would be around $4 billion in each year. And just going back -- circling back on the 777X on the cash. Again, it was in the context of really the way Kelly just laid it out. We're talking an impact of a few months, a month or two is what I was quantifying.

Okay. And Jay, going to $4 billion is still 3% of revenue that company was running two or even a little below two for a while. Is it structurally higher? Does that -- you just have a lot of new projects and that does eventually work back down as a percentage of revenue?

Yes, I would expect it to be higher than 2%. It will come down, I think, over time, but it will be kind of 3 plus -- 3% to 4% is the right way to look at it on a normalized basis out in the future.

Our next question comes from the line of John Godyn from Citi.

Kelly and Jay, obviously, a lot of new detail about the free cash flow over the next few years. If we took it at face value, it kind of seems like all the numbers are just sort of parallel shifting lower. And what I want to ask about is just make sure we haven't lost sight of the North Star beyond 2029. Obviously, you don't have specific numbers out there. But if we thought about our model should be changing in 2031 -- or 2030 and 2031 or whenever you kind of view getting past this period of ramp, has that ultimate number that kind of more full earnings power changed in your mind? Has that North Star shifted at all? And any other color on that, that you're willing to give would be helpful.

No, I don't believe so. But I think both Kelly's and I comments both said the same thing, which was we expect significant growth beyond 2029. And so we will see runway continued runway on the margin improvement, and that will be a continued source of increasing cash flow in addition to volumes.

Back on the prior question where we're talking about what we're assuming for 2029 from a delivery perspective, that also provides runway to deliver out of rate 63 and at a rate 14 on 787. So that will be a compounding benefit going beyond 2029.

So is it fair to describe what's happening here is a steepening of the overall free cash flow profile but getting to the same point?

John, I kind of look at it as almost like a -- from expectations, more of a 1-year shift to the right. I don't think our expectations about the slope or the or the absolute endpoint has changed at all.

Your next question comes from the line of Ron Epstein from Bank of America.

Kelly, Jay, I promise I will not ask a cash flow question, but let's talk about You guys won 47, you won FAXX. It would appear that the future of tactical aircraft, military aviation for the U.S. is in Boeing's hands. So Kelly, how are you thinking about that for BDS? We think more broadly about BDS. How could BDS grow? What's that mean for margin -- I mean that's a real structural change, right? I mean just a couple of years ago, I don't think anybody thought that was in the cards here -- so how do you think about it?

Yes. So well, first of all, we are going to see higher growth out of our defense portfolio than maybe what we thought a year ago. I think we were thinking more in terms of low single-digit revenue growth. Clearly, that's going to be more towards the high -- middle single digit or higher going forward. .

The important part is all these programs are also being underwritten with the right contract type. So not only are we booking more orders, we're working more orders that won't result in some of the challenges we've had. And it's not just the order booking, Ron. We've moved MQ-25. We've moved T7 2 milestones see on both of those, a big new order on F-15Ex and there's more to come on that, the PAC-3 seeker growth. And we've done MOUs with all of our customers on these big fixed price development contracts, and we've got Starliner kind of under control here in the last quarter.

So look, I feel much, much better about both the growth profile but also the margin performance profile. We still have to get through. We're not done with the development programs until we're done. But Steve Parker and his team are doing a really, really good job of finding win-win scenarios with our customers to get these projects move forward. So the outlook is strong. Our products across the board are in strong demand, and the budget supports additional growth. So look, I think our defense portfolio is a little bit of a sleeper here.

Just as a follow-on, just to kind of reiterate a question, we've got a lot, and this is for either of you guys. -- on that access, RF 47, if you can say, people ask, is it fixed price development? Can you hit? Is it not -- I'm hoping it's not. Can you give us a hint there?

So the F-47 is cost plus and the FAXX, I can't say, but I'd just say it's an appropriate contract type.

Your next question comes from the line of Gavin Parsons from UBS.

I was hoping to get your latest thoughts on the possibility of a new single-aisle aircraft. And then separately, whether or not there's any assumption for higher R&D and CapEx related to that in the '29 free cash guide?

So really, nothing has changed on our outlook on a new airplane. We've got a team working in our product development right now, trying to define what that what looks -- that looks like and what the market timing is. So really no change in our outlook. And certainly, that's -- any investment we need for that is contemplated in our cash outlook here.

Yes, that's right. And there's not significant types of investments here. More of our investments would be in kind of R&D tech development type

And we will be ramping down as we finish the -- well, we're ramping down right now as we finish the 737 program. When we finish the 777 program, you will see a shift of resources and spending from those development programs to new programs.

Your next question comes from the line of Gautam Khanna from TD Cowen.

I was wondering if you could elaborate on the shape of deferred production across the three programs. If you can give us some sense for how much those balances will grow in aggregate next year? And then when they will decline and by how much in '28 and '29 in your assumptions?

Yes. Gautam, I'm going to get into the specific changes, but what I'll tell you is in the 737 and 787, essentially start to flat out next year. So they're lower use of cash. Going into '28 and '29, they become sources of cash and they've become pretty significant sources of cash and drive working capital in total to continue to be a source of cash. And so those are, I think, directionally where they're going. The 777X program because it's going to be early on in deliveries, that will grow and that will grow over the next few years. But again, the cash drivers will be because of improved profitability on the 737 and 787 programs, we'll see a nice benefit from deferred production reductions on those two.

Operator, we have time for one more analyst question.

Certainly. Your final question comes from the line of Robert Stallard from Vertical Research Partners.

Kelly, maybe just to round things off here. I was wondering if you could comment on what has allowed you to give this free cash flow guidance here. What has changed in terms of your outlook that gives you the confidence to give these numbers?

Yes, Rob. Look, it's been a couple of years of really taking challenges faced on in getting those challenges put to bed. We have significantly reduced the risk of this portfolio. If you look at just 2 years back, every one of our fixed-price development programs was challenged. We've got that at hand. We didn't know whether we'd won any of the next-generation six-gen fighters. We've won both of those. So we've got that well at hand. And we can see the improved performance in how we're underwriting our defense business.

We also were -- if you recall, 2 years ago, we were coming out of a strike, and we were producing at 0 in our commercial factories. We've successfully ramped up to 38, albeit the ramp to 47 has probably taken longer than anybody wants. Everybody wants us to go faster. I get that. But we're going to stay disciplined as we ramp up here. And I think what we -- as we've looked at this, we feel like we have a better handle on the risk to where we can provide you an outlook that we can meet. And so I think now is the time the borrower, as we said in the previous -- in our prepared remarks, the expectations are rising. We recognize that, and I think that's good and the expectations on ourselves are rising. And -- so we're providing this with confidence that the team is ready to go execute. There's still things out there that we got to deal with, but not near the uncertainty we had before, so I feel like it's a good time to do it.

And that completes The Boeing Company's Third Quarter 2026 Earnings Conference Call. Thank you for joining.

Good morning, everyone. I'm Kristine Liwag, Morgan Stanley's Head of Aerospace and Defense Equity Research. I'm very, very excited to host our next panel. We have Kelly Ortberg, CEO of Boeing. Welcome.

Good morning.

And Jay Malave, CFO of Boeing. So very, very excited to have our next panel. Before we start, we'll do the standard disclosures. For important disclosures, please see the Morgan Stanley research disclosure website at www.morganstanley.com/researchdisclosures. If you have any questions, please reach out to your Morgan Stanley representative. And Jay, you've got yours?

I do. Thank you, Kristine. Today's discussion includes forward-looking statements that are subject to risks and uncertainties, including the ones described in our SEC filings. Relevant disclosures are included in the materials accompanying the event webcast, which can be accessed on the Events and Presentations section of our Investor Relations website. Okay.

Okay. Great. Wonderful. So Kelly and Jay, welcome again and lovely to see you at Laguna this year. I guess it's been a big year for Boeing in the past year since we were here. You now have the 737 MAX 7 certification. You've had successful production rate increases in several aircraft programs. I guess when you look back in the past year, can you share with us what you think have been the most successful accomplishments for Boeing? And also, what's been the biggest challenge in this past year?

Yes. It's been a big year for us. A lot of accomplishments. You mentioned the ramping up of production that's been paramount importance, and the team has done a really nice job of doing that on our Commercial business. And they've not just done it to get to the delivery output, but we've sustained all of our key metrics. We've done a lot of work on our culture across the company, restoring trust. We've seen the FAA give us redelegation of authority this past year, which is a really, really good sign on how we're reinventing our relationship with the FAA.

And probably the most -- maybe the most underappreciated is the amount of really good work that's been done in our defense portfolio and dealing with not only our challenging fixed-price contracts, but really setting the stage for future growth in that portfolio. Steve Parker and his team have really done a nice job.

I think as I -- and I said this at the beginning of the year, the one area probably at least the last part of last year that I didn't feel like we had made as much progress on was the certification programs. And as you mentioned, we're now having the -7, the 737-7 cert done, the -10 is coming very shortly. We really are knocking down these major milestones on certification as well.

And congratulations on that. Diving deeper on production rates, let's look at the 737 MAX 7. It's been successful to get to 47 per month. So also congratulations on that. You've noted that you have plans to increase the production rate again to 52 per month after you see stabilization.

Can you walk through what specific KPIs you're looking at now? And how long you want to be at those metrics before being comfortable to officially going to 52 per month? And also, when you think about production rates beyond 52 per month, what are the key gating items for production?

Yes. Well, first of all, you're right in that we're now driving at 47 a month, but we are not stable yet at 47 a month. That's been our task here to get stable. I'd say that's probably taken us a little bit longer than what I had anticipated maybe when we talked at the earnings call. The supply chain is in really good shape, including CFM on the engines, for our rate ramps on 737.

The area we're constrained right now is in our wings production. We actually produce all the wings in Renton for the MAX line. And we just have not seen the flow improvements that we expected in the time frame. So it's taken us a little bit longer. Having said that, we've got plans in place to go address that and move to the next rate. I think we're in pretty good shape from a supply chain to actually move to the next rate once we get some of these flow enablers behind us, and that will happen next year.

Great. And then you touched on the supply chain, Kelly. It sounds like you're more optimistic on the supply chain. But when you look at further rate increases when you get to the 52 or beyond, can you talk about additional bottlenecks that you're monitoring for the supply chain there? And then also, how do you balance either the health of the supply chain, how much physical inventory you have versus potentially freeing up inventory to improve working capital?

Yes. I'll let Jay talk about the inventory because it's a big focus area for him to try to answer that question that you're talking about. Look, in terms of supply chain constraints. Again, on MAX, I'm not so worried about at least our near-term constraints. Now once we get to 52 and 57, that's when you're going to see the supply chain more aligned with us relative to inventories. We're still at pretty high levels of inventory. So you've got to see us -- to go to 52, we need to see stability out of our wing shop.

The other thing that's important is we've just turned on the North Line in Everett for 737 MAX. This is a new production line that we're going to build 4 airplanes here initially to certify the line. And we need to have that line producing to go to rate 52. So think about stabilizing at rate 47 in Renton, getting that North Line certified and producing. And once we've accomplished those two things, then we'll be ready to move to rate 52.

On inventory, Kristine, just that we've been doing some reviews now for really since the beginning of the year and looking at what the opportunity set is in inventory. And you think about kind of what we're trying to accomplish, and it's quite obvious. If you look at our balance sheet, it's a lot of inventory for the level of activity that the company is actually producing and delivering that. But when you look at, say, BCA, that's by far the largest element of inventory we have, and you've got to really break it down. And you've got to figure out a way in terms of feathering in the productivity and the improvements in inventory in such a way that continues to enable the rate increases. So it's not counterproductive to rate increases.

So if you look at -- you take a look at our inventory and you break it down at BCA, you've got kind of the normal production inventory to build an aircraft. And as we increase in rates, we'll have more throughput, we'll be more productive. And now we'll say that we'll more -- manage inventory come -- more productively and efficiently. While at the same time, it will be countered against wanting to increase rates and having more inventory.

So the opportunity set there is how do you hold it at least flat as you're increasing rates through better productivity. But again, how do you do that to make sure that you don't interrupt these rate increases that we're trying to accomplish.

Secondly, we -- and you're probably very familiar with this one is deferred production. And it's just a matter of our cash margins exceeding what we have in our average booking rates. We think next year, we'll start to level off there at least in the 737 and the 787. And then we'll start to come on the other side of that, where cash is exceeding, the cash margins do start exceeding what our booking rates are. So it's a matter of just catching up to the profitability.

There's also -- we have stored aircraft. So as we talked about in the past, we've got -7s that we've prebuilt. We're building -10 -- 37-7s and 37-10s that we'll start delivering on upon the certifications really next year and probably over an 18-month period. So then we'll see the inventory drawdown related to that.

And then the final opportunity is at BCA is really sitting on excess inventory. We certainly have excess inventory in different commodities, and we did that as a function of where we were a couple of years ago. And it's the same thing, how do you feather that down while not taking your suppliers out at too low a rate relative to what you're operating at and what you're going to. And so that will take multiple years to come down. But you got to think about the opportunity set, there's multiple billions of dollars there. So it's something that we're pretty focused on. It has to be done in a way, as I mentioned, the operational plan for that has to be consistent with our rate increase plans, so they're not working against each other. But I think that we've got good road maps for that. And each of these will have their own work streams.

Quickly just on BDS, just opportunity is there as well. Their inventory is not anywhere near as high as being a defense business. They have to think about pre-contract inventory. And so what you can do there is get into long lead material contracts, what they refer to as advanced procurement contracts with the customer such that you're being paid for the long lead material. And then on -- the other piece of them is really the contract assets, just delivering your milestones. You're delivering your milestones, you'll be able to turn that into a billable receivable quickly and then collect it.

And so -- and at BGS, on their commercial side, there -- if you think about them, they're kind of a parts distribution business and parts distribution is fairly low turns. But again, there's opportunity there to increase turns while at the same time generating the same sales. And on the defense side of BGS, similar to BDS, really hitting your scheduled milestones.

So what we're going to have to the extent that we don't have in all cases, a work stream associated with each of those areas. And this is a multiyear opportunity that we'll be able to realize.

And so, Jay, just confirming what you said there and summarizing, it sounds like once production rates are no longer in the increase phase, but more in the stabilization period and you get to those rates and you give time element to implement these things, you could free up a few billion dollars in working capital.

Right. And the beauty of that is once you get to the stabilized area where maybe you're not picking up inventory as a source of cash, but you're still holding it at a certain level, so that you can drop through the margins and really the net income of your throughput. And so as I mentioned before, it's a really solid opportunity for us and just got to -- there's a tail to it, no question.

Wonderful. And dovetailing to what you guys mentioned on the 737 MAX 7, which is now certified, so very exciting. But, Kelly, for the 737 MAX 10, can you walk us through the time line expectation of the certification of that program? And once that gets certified, how should we think about the pace of production and delivery for both the MAX 7 and the MAX 10?

Yes. So it's very soon. We've got the -- when I left Seattle yesterday, I think we had 3 deliverables to complete, all the deliverables to the FAA. Now the FAA work is quite a bit larger to review all that documentation then -- on the -7, but we're in close coordination with them and working on that. And so I think you're going to see that certification very soon.

And just to be redundant, we completed all the flight testing, all the testing, all of the real work is done. Now we're just in the documentation phase. We had a EASA flying the -10 this last week, and they were very complimentary. So things are looking really good to get to the certification. Now on -10, we are already building those. And as Jay mentioned, we've got -7s in inventory.

So as you look at our backlog, roughly 30% of our backlog is -10s. So you'll just see us start to build roughly 30% of the airplanes that will be rolling out the production line will be -10s. We are building 2 -10s up in Everett as a part of the line certification. One advantage Everett gives us is the -10 is a longer airplane. We can't go nose to tail in the factory in Renton with all -10s. We can do that in Everett. So it will give us a little more flexibility for product mix there and be able to do more of a longer aircraft.

Great. Now switching airplanes to the 777X. Can you provide an update regarding the certification of the 777X? Also, there were some media concerns that some customers are concerned about technology obsolescence of some of those initial 777X that were in production already. How has been the discussion there? Do you -- are you seeing cancellations for some of those initial airplanes? Or are you seeing -- do you have to offer discounts?

There's no change in those initial units. Those are contract discussions we're having with our customers. And I think we've got that well understood and well contained within our estimate to complete. I don't want to negotiate publicly on what -- who is getting what airplane, but I think that's not a big issue for us. It's something we've contemplated.

As far as the certification program, we're continuing to tick off the flight tests that are under the approved-type inspection authorities, so that's continuing. We still do not have ETOPS authorization, ETOPS is the extended flight test program for twin engine and that's related to the mid-seal issue we've got with the engine. Until we get the mid-seal certification plan complete, we can't get authorization to start that ETOPS. We're expecting that very soon. GE is working that diligently, I think they had to do a little more testing than what we originally planned. I think they're still confident in the fix. So we've got to get that done.

Having said that, that's probably going to cause us a little bit of a challenge between now and the end of the year. We may see some of the testing spill into the next year. We're still planning on 2027 deliveries. And we still think that even if we had to shuffle some of our deliveries, that's within our EAC, our estimate to complete, for the program. So we're working through that right now, but I don't see that as a major challenge for us, but we still got a lot in front of us on the flight test program, not done until we're done.

Yes. Kristine, as we transition with the passage of time, as we get through certification, the focus will move to production and deliveries. And our forecast, as Kelly mentioned, we do -- we have made a few adjustments already to deliveries and production schedules, but all within the estimate to complete that we did last year. So that's all working well.

And then just to kind of to reiterate what we've talked about in terms of cash flow. When you think about it, we really haven't seen much change there, next year kind of in line with what it's going to be this year in that ballpark, generally flattish. We expect to improve in '28 and then turn positive in '29. So really no change there. While we do see some programmatic changes, the financial forecast and the EAC is still pretty much what we thought before.

Great. On the 787, actually, I flew it again about 2 weeks ago. I kind of forget how beautiful the aircraft is. Sometimes you see them on paper, but playing with the windows was fun. You've moved to 8 per month for the 787 production this year. Can you talk about how easy was it? Did you face some unexpected challenges for the 787 to get to 8 per month? Also, when would you be comfortable for potentially going to 10 per month?

And now I know I'm looking out into the future, but if you look at the backlog, there seems to be demand to support it going to 12 per month, potentially 14 per month.

Yes. So if I look back through the year, and we've been pretty transparent about this, we have been behind on engine deliveries for 87. And we did pause early in the spring, we had to pause the production line to allow that to catch up. Having said that, we've stabilized at rate 8, we have not yet achieved the engine delivery performance that will allow us to go to rate 10. That's probably moving towards the end of the year. We had hoped to do that a little bit earlier. But again, we're working that recovery plan with GE right now.

So the rest of the supply chain feels pretty good in terms of production rollout. Now you do see lumpy deliveries from us on 787, and that's primarily driven by seating and seat certification. And as I've said, that's going to be with us for a while. It doesn't really impact our flow through the factory because we can build the airplanes, it's more of a we can't deliver them until we get the documentation and the certification work done. And there just are a lot of new seat configurations that are very complex and taking longer to certify than what we had anticipated.

So I think you're going to still see us -- even though we may have a pretty good rollout rate of 8 a month, you're going to see us be a little bit lumpy here month-to-month on 787 deliveries.

Just longer term, Kristine, back to your question on -- we do have plans to go to 14 in time. Our second assembly facility is under construction today. You can see it if you were to go by the Charleston site, and we expect that to be complete next year. So that helps start thinking about these future rates.

Great. In May, you had an order from China for about approximately 200 Boeing aircraft. Can you walk us through where you are in terms of the contract -- finalizing the agreement for the contract? What are the next steps in terms of getting this into a firm order? Could this happen during the upcoming state visit?

So just to be clear, we didn't get an order for 200. Chinese President indicated that they were going to go forward with an order, and we've been working on that. That's actually going per plan. I think the important part for us was during that China visit was to get that market reopened to us. I think there will be an increment of orders going forward. But they're going to be more of a normal. They're going to be announced by the airlines at their pace, however they want to announce those.

So we're progressing nicely, and I'm confident that we will be receiving orders. But I don't think they're going to be -- I think they're going to be announced by the airlines at their particular time. So we'll wait and see how that all works out.

Great. Now shifting gears to BDS. BDS has seen some improvement over the past few years, but this year was still a little bit lumpier. How do you think about the risk of potential incremental charges in BDS today? And assuming there were no charges, I hope there are no more, how should we think about the margin profile of BDS in 2020 -- the rest of '26 and as we go into '27 and '28, and context regarding the free cash flow profile for the business?

Well, I think we've greatly reduced the risk of incremental charges. Having said that, there's still risk. And that we've got some of these programs in reach-forward loss. So if we see significant cost increases that will result in additional charges. I think the team has done a very nice job of working with our customers to negotiate go-forward plans on these contracts that allow us to complete the programs within the estimate complete. VC-25B is still a big job for us. This is the Air Force One replacement program. And we did take a charge on that here in the last quarter.

I'm not anticipating that we're going to see a return to a lot of charges, but there may be some minor charges along the way as we complete the programs. I think the team has done a really, really good job of getting more disciplined around change management, scope management and making sure we've got a good estimate to complete in our EACs on these programs. So in spite of a lot of work yet to do, I feel much, much better than I did a year ago on where we are on the development programs within BDS.

If you think about the ramp, Kristine, I would say they ramp to high single digits, that's the target for them by the end of the decade. And it's generally linear. It's -- their performance has done pretty well. If you look at their underlying results this year, year-to-date, backing out the VC-25B charge, they're pretty much on track with the rest of the portfolio. So as Kelly mentioned, their performance is better, their process discipline is better, their underwriting discipline is certainly better. And as we start retiring some of these contracts and fully deliver on those, they're going to be replaced by other more profitable, better priced and better underwritten contracts. And then the performance is just -- program management performance is just better as well.

So we have a high level of confidence that they'll be able to do that. And as Kelly mentioned, you can never say there isn't any risk. But if you think about some of these programs, VC-25, commercial crew contracts, those will fully deliver out. And those will be replaced by other business that's going to be better priced. And look, we've learned our lessons in the past and underwriting discipline is certainly a key tenet of what Steve and his team are doing.

In March of last year, you won a very exciting program, the F-47. So the development program is $20 billion. Can you give us an update on how that program is progressing? What are the key milestones to watch? When do you expect first deliveries of the F-47?

Well, I can't talk about deliveries on the program. I would just say it's going well. I'd direct you to the comments from General White, who oversees that program. I think he's very publicly saying that we're making good progress, and he's satisfied with the progress towards first flight. So things are going pretty well on the program. We're pretty happy.

Great. Now maybe switching topics to one I know investors are really focused on, which is on the SPEEA, your engineering union negotiation. Considering that they rejected the proposed contract last month, how are you thinking about the risk to reaching an agreement before October 9? And should you see a strike, how should we think about potential disruption to the business?

Well, let me be clear. We're working very hard to try to avoid any kind of a work stoppage. That's our key #1, 2, 3, 4, 5 priority because that impact would be significant. If we did have a strike, essentially the 777 certification program shuts down until we get the engineers back and it will have ripple effect even into our production.

We have put together a contingency plan, as responsibly you should. And I think that contingency plan is focused on allowing us to sustain the level of 737 production. 787 is not -- because it's in a different region, it's not impacted by SPEEA. We probably will not be able to sustain the rates of 737 in a strike, but we want to try to keep the production line hot. But again, we're focused on not having that event.

One of the things we did, Kristine, is that we agreed with the union to start negotiations early. I think that was wise because we got through this first round, and we found out that the agreement that we had with the bargaining unit negotiating team wasn't what the union wanted. So we've listened very carefully to the feedback as -- that process. We now have a new offer that's endorsed by the negotiating committee as well, and that will go to vote here. So I'm very hopeful that, that gets us over the finish line, but we don't know until the vote is in. And that will be -- the last day of the contract is October 6?

October 6.

October 6. So the vote will be happening here in the next couple of weeks between now and October 6.

I hope you find a good resolution.

Yes. Well, we're working really hard to do that.

Last month, you announced the divestiture of a few assets with Wisk Aero, Insitu and SkyGrid. What considerations did you weigh in making this decision? And is there more to do from a portfolio perspective?

Well, this is kind of a unique opportunity, actually. We looked at where we were. And one of the key things we wanted to get out of the Wisk investment was the autonomy technology and the ability to civil certify that autonomy technology. And I think for the most part, we got what we wanted at that. And now we were looking at the major investment to actually go to market. We're starting with an autonomous vehicle. Archer has a piloted vehicle, which will go first before autonomous vehicles. So we felt like bringing those together actually gave us a higher probability of success in terms of getting into the market.

We still will own a percentage of the Archer company going forward. We have someone that will be on the Board of Archer going forward. And then we continue to still have access to the IP for our core aerospace business. So I see this as a really good win-win. And we were to a point where we were going to have to start investing significant capital into that marketplace. And we've got to make our priorities decisions, and this allows us to focus our capital on some of our more core markets.

Great. Now on free cash flow, which I think everybody is excited about. So you've guided to $1.3 billion -- sorry, excuse me, $1 billion to $3 billion of free cash flow for the year in your last earnings call. I'm not trying to add other numbers there. Is that still your current thinking?

And then also, when we look out to 2027, how meaningful of a step-up could you see in free cash flow? Now these are not your numbers. These are consensus numbers. Consensus is looking at a forecast of $6.2 billion in free cash flow for 2027. How do we think about puts and takes for that number?

Sure. Well, first things first, let's start with 2026. Yes, we still believe in the $1 billion to $3 billion of the prior guidance that we had laid out back in January. We had guided really more towards the midpoint. What I'd say there, steady as she goes, it's still where we expect it to be nearly through almost over 8 months in the year. And so really not much change there despite the fact that things do actually change.

And I'd kind of point back to some of Kelly's comments in your first question, is the fact that we haven't seen any change there. To me, it's an indicator and symbolic of improving stability in the business, improving stability in our operations, and that leads to more predictability in our cash flow forecasting. And hence, we're not really seeing any -- much changes. They're pretty stable.

And so again, $2 billion, I think, is really the framework within that $1 billion to $3 billion. I talked about before, well, how do you get above to this $2 billion midpoint. And that would be through higher deliveries in the back half of the year. But as we mentioned, with some of our rates, maybe a little bit slower on 737 and 787 really pushing to the end of the year on the rate ramps, that upside is a little bit less likely than it was before. And so kind of get -- as I mentioned, stable, steady around that $2 billion midpoint that we talked about.

Shifting to 2027. We're still going through our planning cycle with our segments. And if I start with, say, BCA, just a reminder of how do we generate cash even to begin with. They sign a contract in that -- with that contract, they may or may not receive a deposit agreement. And that varies -- could vary in size depending on the customer, depending on the deal, depending on the amount of aircraft. So that's a variable. It changes.

Beyond that, once you get into contract, you start receiving predelivery payments or advances about 2 years in advance of delivery. And that's -- once you kind of know what your delivery forecast is going to be, not just in your current year but the year beyond that because you're receiving advances now 2 years in advance, you have to plan that out and make sure that you've got a pretty good forecast for what your rate changes are going to be and then what you think how that's going to convert into deliveries because delivery is really what drives the predelivery payments.

And then finally, you get the delivery payments and again, it's a function of what you expect that to be, say, in 2027. So we're working through all that with the BCA team. We continue to narrow the range of outcomes there, but it's still the benefit of time there, and you have to go through that and get the best informed information on that.

As it relates to, say, BDS, again, they'll improve kind of in relation to their profitability, I would say. And in BGS, kind of we'll see cash flow generally grow with the growth in that business as well. And so I'm not ready to kind of lay out anything. Those are the general kind of key frameworks that we're thinking about for 2027. And I would expect it to grow. But as I mentioned before, in January, we still have these issues with what we refer to as drags, whether it's the pricing penalties, the excess advances that we have to burn through. And that will still burden cash flow in 2027.

And so as we work through that, right now, I'm kind of thinking it's still a transitionary period as we go through this. And cash flow, with the breakthrough, it's coming, but we still have to burn through some of these drags that I've spoken about in the past.

Great. Super helpful, Jay. Now it's been 4 years since you had your last Investor Day. I mean, time flies by when you're having fun, right? I think you have...

I wasn't having fun then. I am now.

Fun is always relative, Kelly. When you rolled out the $10 billion of free cash flow, and now we're seeing finally the path to the 737 MAX getting to that 50 because that seems to be within the horizon and the 787, potentially the 10 per month. These are the 2 tenets supporting that $10 billion free cash flow.

Now that you've got more visibility to these higher rates and, Jay, you had highlighted the puts and takes in working capital when you kind of get to these levels, how should we think about normalized free cash flow for the Boeing Company?

On a normalized run rate business, it's still generally the same, 50 plus on 737 and 10 plus on 787. What I would say is a little bit different is that we'd expect also to start generating positive cash flow on 777X program as well. And the reason for that is that our CapEx is higher now than it was when we were thinking about this in 2022. So not substantially different, but a little bit different.

Now as you know, the specific timing of that, again, depends on how we burn down now these penalties, as I mentioned before in the prior question, as well as the excess advances. But we've got a pretty good line of sight. And it's fundamentally -- generally speaking, very similar to what it was. Now by the time we burn these things down, we'll probably be operating at higher rates than just, say, a 50 and a 10 number, in that ballpark. So again, timing, it's going to happen. And we'll let you know. But I think that framework is -- on a run rate basis is definitely pretty much intact.

Okay. Great. I think looking at the time, that is the time that we have. This concludes our presentation with the Boeing Company. Thank you very much, Kelly. Thank you very much, Jay.

Thank you, Kristine.

Thank you, Kristine.

Thank you for standing by. Good day, everyone, and welcome to The Boeing Company's Second Quarter 2026 Earnings Conference Call. [Operator Instructions]. Please be advised that today's call is being recorded. The management discussion and slide presentation, plus the analyst question-and-answer session are being broadcast live over the Internet. [Operator Instructions].

At this time, I'm turning the call over to Mr. Eric Hill, Vice President of Investor Relations for opening remarks and introductions. Mr. Hill, please go ahead.

Thank you, and good morning. Welcome to Boeing's quarterly earnings call. With me today are Kelly Ortberg, Boeing's President and Chief Executive Officer; and Jay Malave, Boeing's Executive Vice President and Chief Financial Officer. This quarter's webcast, earnings release and presentation, which include relevant disclosures and non-GAAP reconciliations are available on our website.

Today's discussion includes forward-looking statements that are subject to risks and uncertainties, including the ones described in our SEC filings.

As always, we will leave time at the end of the call for analyst questions. With that, I will turn the call over to Kelly Ortberg.

Thanks, Eric, and good morning, everyone. Thanks for joining in today's call. Before we get started, I want to express our sincere condolences to the families and loved ones of the 8 dedicated air crew whose lives were lost in U.S. Air Force B-52 accident in June. Our hearts remain heavy for the lives laws, including 2 incredible Boeing colleagues who work side by side with our customer on the program. We continue to provide technical assistance to the investigation and we're supporting the Air Force in every way we can.

Now let's shift our focus to the second quarter. We're halfway through the year, and I'm very pleased with our progress as we execute on our 2026 plan. With the continued focus on safety and quality, our teams are increasing production and delivering at levels we have not seen since 2018. Our commercial certification programs, a key focus for us this year, remain on plan, and I'm proud of our team's dedication to complete the certification work as well as how we have continued to work collaboratively with our regulators.

Earlier this month, the FAA authorized Boeing to resume issuing airworthiness certificates for all 737 MAX and 787 airplanes. We worked hard to build this trust from the FAA, and we take this responsibility very seriously. Safety will continue to lead the way in everything we do.

In Defense and Space, we continue to address risk in the portfolio while increasing output to meet today's mission and invest in the capabilities for our future fight. Our service business has seen robust growth despite macro uncertainty, and we continue to win favor with our customers every day.

We are strengthening the trust with our supply chain through increased transparency and strong demonstrated performance. This positions us to deliver higher volumes and respond quickly when challenges arise. All of this progress is set against a backdrop of a record backlog and culture change that continues to take hold and improve the way we work together.

We know there's more work to do and remain clear-eyed about managing the risks in front of us, but the momentum that we've built in the first half of this year is setting us up for more dependable performance as we execute the second half.

Let's now take a closer look at our businesses, and we'll start with commercial airplanes. As we said all year long, completing the certification work on our development programs is one of our biggest goals. We continue to make a lot of progress consistent with our plans. In fact, on 737-7 testing is done, and we expect to receive an amended type serve from the FAA very soon.

On 737-10, we recently completed our final test flight and expect certification following the -7. These certifications pave the way for both airplane variants to start deliveries in 2027, and I'm confident these newest members of the 737 MAX family will deliver on the promise of greater efficiency and more capability for our customers.

On the 777-9, we remain on plan for first delivery in 2027. In June, we received approval from the FAA for the next phase of the certification flight test called TIA 4B. This unlocked the largest remaining portion of the flight testing. We currently completed more than 55% of the certification flight testing and expect our accelerated pace to continue progressing this summer.

In addition to certification flight testing under the phase TIAs, we expect approval to start ETOPS testing later this year.

Turning now to the BCA production programs. On 737, we're now ramping to 47 airplanes per month after a successful Capstone review in May and expect factory rollouts to reach 47 per month this summer. Just as with our previous rate breaks on the program, we're closely monitoring our key performance indicators in the factory. And so far, early results are within our expectations, driven by the fundamental improvements we made to factory health.

And in Wichita, our integration is going well as teams continue to meet targeted reduction in quality defects before shipping fuselages to the final assembly. Earlier this month, we began low-rate MAX production on our North Line, which enables us to reach our next planned rate break of 52 per month.

I was with the team in Everett, just after the first fuselage loaded into our new production line, and I can tell you they are ready and energized to build 737. Our Everett team will be guided by the same safety and quality plan that has been successful in RIN and the low rate production will include certification of that new line.

In Charleston, on the 787 program, we've now stabilized at 8 airplanes per month. We did take the decision to temporarily slow production systems for several days in April to allow portions of the supply chain to recover. As we said before, we're guided by our safety and quality plan and will only move production forward when the system and our supply chain are ready. And we'll continue to work with GE on the engine delivery recovery this summer, which will be important for our rate 10 timing.

Across the commercial market, we continue to see exceptional demand and market conditions as evidenced by our record backlog of more than 6,200 airplanes and a market outlook of nearly 44,000 new aircraft over the next 20 years.

Let's now shift to BDS, where we're making progress and staying focused on disciplined execution to strengthen performance meeting customer commitments and making deliberate investments in our program. During the quarter, we achieved Milestone C for both the T7 and the MQ-25 programs, securing approval to begin low rate initial production.

For the T7, as an outcome of our active management efforts, we're delivering a production-ready configuration that further reduces risk and accelerates future deliveries. We also recently reached a memorandum agreement with U.S. Air Force, which strengthens KC-46A mission readiness and allows us to partner on the remote Vision System 2.0 retrofit to get these capability upgrades faster into the full fleet. In fact, we recently completed a very successful first phase of flight testing on the RBS 2.0 upgrade.

One of our fixed price development programs where we have seen cost growth is the VC-25B, as we disclosed this morning, we've made the decision to add significant resources to support the build and test schedule of VC-25B. We have also aligned with the Air Force on moving from an FAA to a military certification basis.

These additional resources will also help mitigate potential risks during certification and flight tests. Since this program has been a reach forward loss, these additional investments resulted in a $280 million charge during the quarter. Now while the charge is disappointing, we recognize how critical schedule performance is to our customer, and we are investing accordingly to maintain our commitment to deliver this airplane in 2028.

I shouldn't overshadow all the meaningful progress we're making to reduce the risk across our defense portfolio, and we are in much better shape than we were 2 years ago. Like in our commercial business, the demand signal on our defenses based products remains very strong with notable increased demand in missiles and munitions and secure communication satellite programs. We continue to do a good job in improving our underwriting of new contracts and being selective on the programs we bid.

Finally, in BGS, where our service team continues to deliver strong results against the backdrop of a robust aftermarket. So far, we have not seen a material impact in the commercial service business from the conflict in the Middle East and the government service business has seen incremental demand to support ongoing operations.

In closing, the momentum we're seeing across these 3 business reflect the steady work our teams are doing every day to strengthen safety, quality and stability. And I want to thank all of our employees for elevating our performance and helping deliver another improving quarter.

As you may know, we've been in early contract negotiations with our Puget Sound engineering union, SPIA, ahead of the current contract expiration this October. We began these discussions early because we wanted to work towards an agreement that supports our employees and their families, creates greater clarity for our business and helps us stay focused on the progress we're making. And so far, the tone of those talks have been respectful and productive.

Looking ahead, I'm encouraged by the broader momentum we're building across Boeing as we move into the second half of the year. We had a great Farnborough Airshow last week. Customers and suppliers I spoke with have renewed confidence in our team, products and ability to deliver on time with higher quality. The work we've done together over the last 2 years is making a difference, and our team is ready to meet the rising expectations.

We have a stronger foundation to build upon our operations are more stable, and we're ramping up production to deliver on our record $715 billion backlog. We're on track to be free cash flow positive for the year, and most importantly, we're building trust with all of our stakeholders.

So now I'll turn the call over to Jay for our second quarter results in more detail before we take on the questions.

Thanks, Kelly, and good morning, everyone. Starting with consolidated financial results for the quarter. Revenue of $24.6 billion was up 8%, driven by solid growth across all 3 segments, including higher commercial deliveries and strong defense volume. The revenue impacts from the Spirit acquisition and digital aviation Solutions divestiture in 2025 largely offset each other.

Operating margin increased to 0.6%. Core earnings per share improved to a loss of $0.76 and primarily reflecting higher segment earnings and lower corporate expense, partially offset by the VC 25B program loss. Free cash flow was positive $631 million higher than expectations I shared last quarter based on favorable receipt timing.

Compared to prior year, free cash flow improved due to higher commercial deliveries and customer receipts. -- partially offset by planned CapEx increases as we continue to make progress on our growth investments in St. Louis and Charleston.

Turning to BCA on the next page. BCA again made solid progress in its production performance by delivering 171 airplanes in the quarter, the highest quarterly total since 2018. Revenue of $11.8 billion was up 8% and on the higher deliveries and favorable mix. Operating margin of negative 2.7% improved compared to last year, primarily driven by increased delivery volume and mix.

In the quarter, we also recognized other favorable adjustments of about 150 basis points. Excluding those adjustments, profitability improvement was in line with our expectations. Backlog continued to grow and remains at a record level of $597 billion, including over 6,200 airplanes. Clicking down on commercial program performance and starting with the 737.

We delivered 129 airplanes in the quarter and remain on track to deliver 500 airplanes this year. Kelly highlighted the certification progress we have made on the 10, and we will continue to ramp up as Stent production in the second half of the year.

Turning to the 787. We delivered 25 airplanes, including 13 in June and remain on track to deliver 90 to 100 airplanes this year. As Kelly mentioned, during the quarter, we stabilized production at 8 per month.

At the end of the quarter, we also made important progress on seat certification. In June, Riad Air took delivery of its first 787 Dreamliners, airplanes that were previously built but awaiting seat certification.

Finally, on 777X. We continue to make steady progress on certification, as Kelly noted, and we remain on track for first delivery in 2027. Regarding the previously discussed engine durability issue, GE is finalizing the modifications with the FAA, and remains confident in their root cause analysis and solution. They have already incorporated the change into their production system and engine deliveries are expected to resume in the third quarter.

We continue to manage the entire production system for increased rates. Supply chain readiness, including engines, remains a key factor in our production and delivery plans next year.

Shifting over to BDS on the next page. BDS delivered 35 aircraft in the quarter. Revenue increased 13% to $7.5 billion, primarily driven by higher volume, including growth on classified programs, missiles and weapons and KC-46A tanker. Spirit contributed approximately $130 million to sales in the quarter or about 2 points of growth. Operating margin was negative 0.2%, which reflects the $280 million loss on the VC 25B program.

BDS booked $7 billion in orders during the quarter, and backlog remained strong at $85 billion. Excluding the impact of the VC 25B adjustment, BDS operating margin was 3.5% in the quarter, reflecting better operating performance across the rest of the business and in line with our expectations for steady margin improvement. Further progress will come from completing fixed-price development programs that currently dilute margins and from executing our sizable backlog, which carries attractive margins that will accelerate improvement.

I'm confident that the BDS team is on the right track, and we remain confident in the path to return to high single-digit operating margins by the end of the decade. Now moving to Global Services on the next page. Continued to perform well and again, delivered strong financial results in the quarter. Revenue was up 1% to $5.3 billion. Excluding the impact of Digital Aviation Solutions divestiture and Revenue was up 8% year-over-year.

Operating margin of 18.1% was down from the prior year and less favorable mix. Both commercial and government businesses delivered double-digit margins in the quarter. Operationally, the BGS team continues to drive process improvement across the business.

For example, on the P8 modification program in Jacksonville, we have reduced flow time by 44%, demonstrating the impact of our process and trading initiatives. BGS received $5 billion of orders and ended the quarter with a backlog of $33 billion. Shifting over to cash and debt. Cash and marketable securities ended at $20 billion, primarily reflecting debt repayments partially offset by cash flow generated in the quarter.

The debt balance ended at $45.9 billion, down $1.3 billion in the quarter and $8.2 billion year-to-date on the pay down of maturing debt, consistent with our debt reduction plans. We also maintained access to credit facilities of $10 billion, all of which remain undrawn, and we remain committed to strengthening the balance sheet and supporting our investment-grade rating.

Regarding free cash flow. We remain on track to achieve our outlook of $1 billion to $3 billion. First half performance came in better than expected, driven by favorable receipt timing within the year. Note that the $700 million DOJ payment planned for the second half of 2026 is expected to be paid in the third quarter. Factoring in that impact, we expect third quarter free cash flow to be positive and in the low hundreds of millions of dollars.

Overall, the improved cash profile gives us confidence in the outlook for the year. Beyond 2026 and consistent with what we have discussed previously, free cash flow is expected to grow, primarily driven by higher commercial deliveries, steady improvements at BDS and continued growth at BGS.

We continue to view the $10 billion free cash flow figure as very attainable with significant growth beyond that into the next decade as we execute on our record backlog and benefit from continued strong market demand.

Okay. Summing it all up, a strong first half with steady progress against our plan, resulting in a more balanced cash flow profile. We remain focused on continuing that momentum and building sustained free cash flow growth. With that, let's open up the line for questions.

[Operator Instructions]. Our first question comes from the line of Seth Seifman from JP Morgan Chase.

Jay, maybe start off where you finished. I think the cash flow trajectory then for the rest of the year implies a pretty strong Q4 and offsetting some headwinds in Q3. So maybe if you could talk about some of the moving pieces there.

And then with regard to the color that you gave about the out years, if there was anything that you could say about the shape of that curve going forward? I know you've talked a little bit in the past about 2027 still seeing some of the lingering pricing and concessions that are attached to 737 and 787.

Sure. Thanks, Seth, and thank you for the question. You're right. If you kind of just do the math and back into the fourth quarter, that would imply a pretty strong fourth quarter. just to kind of give you the moving pieces and the elements of the back half free cash flow. It's something that's consistent with what we've talked about before. It consists of rising and improving delivery rates on BCA pros, both the 737 and 787 given the guides that we have related to deliveries. It also includes the improvements at BDS. So really kind of where we are at BDS.

As I mentioned, we're 3.5% excluding the BC 25B charge. We continue that performance. And we also have a seasonable or seasonal cash receipts related to advances. As you know, we typically get the KC-46 advance in the fourth quarter. We would expect that to occur again. So it's pretty much delivering out on the rest of the guide that we have for the year, which will drive that cash flow in the back half of the year.

We feel pretty confident at the midpoint. If you were to ask me, given that you're better are stronger year-to-date, what would it take to be higher than that, it really comes back to deliveries. If we're able to overdrive on our deliveries at BCA, then that could result in a better number. But right now, we're pretty feel pretty good. It's not very good about where we are at the midpoint for the year.

And as I mentioned in my prepared remarks, the better profile, more balanced profile in the year sets us up well to deliver on this guidance. As far as future years, look, we still have plenty of things to work on here in '26 and complete the balance of the year. That will help inform where we go in 2027.

So we need the benefit of time and completion of these milestones in the back half of the year. The building blocks of out-year free cash flow are really a little to no different than what we talked about, improving and growing BCA deliveries performance at BDS and continued profitability improvement there as well as continued growth at BGS.

I think the timing of these are things that we continue to work through, and I think we'll be able to give you better clarity around that in time. For now, we just started -- we just kicked off our planning cycle. And so I'd like to go through that, get the benefit of that information before we start talking about specificity there. But again, as I mentioned in my prepared remarks, we're confident in the $10 billion figure. We're confident that we're going to get there, and we're on the right track.

Everything that you saw here in the second quarter positions us well to continue to drive better performance and start delivering on these free cash flow growth.

Your next question comes from the line of Doug Harned from Bernstein.

This is going to be 2 parts on the 737 -- but you're at rate of 47 going to 52 next year, and Kelly, you've talked about going to 57 and potentially 63 a month. And I guess first, at what point do you expect the supply chain challenges to become more difficult as you go through those rate breaks.

And then on margins, when you should see margin help from deliveries of tens and presumably some better pricing on more recent orders, but you're going to need to work through late penalties and supply chain risks. So just trying to understand what's the path back on 737 margin levels to get to something like we saw back in 2018?

Okay, Doug. Let me -- this is Kelly. Let me take the rate increase part of the question, and I'll let Jay talk about the margin improvement. So you're right. We're in the process of moving to 47, that's all within our plan.

One thing I'll just note is we also, with the renting we'll be going through a period here this summer where we'll be stabilizing at rate 47 in Renton and then bringing on the production line in Everett, which we want to have producing to move to the rate -- right now, I would not point to you any supply chain constraints relative to moving to rate 52.

I think from 52 to 57 is where we'll start to see more balance in our inventory levels where the supply chain is going to need to be performing quite well. But I think right now, there's nothing I would point that says there's anything I'm overly concerned about.

In our internal shops, it's working on wings, wings tends to be the area that we need to see improvement as we move up in rate. We've got flow improvements in place. And so far, that looks pretty good. So I'd just say, let's watch how we do at rate 47. That will inform rate 52. And like we said all along, we'll go when we're ready.

I just also would say that I think it's going to get harder as we go from 52 to 57 and then beyond that. We'll just have to see how well we're all collectively doing and how stable the production system is. But look, we're on our plan, our plan is working. We're going to continue to execute in the same way we have as we've moved from $38 to $47 million.

Doug, just on the program cash margins, there's really no change to what we've talked about before. And certainly today, we're at depressed levels, slightly above breakeven of 737 and 787 and that's largely due to these pricing drags that I talked and walked you through in January. It does take some time for us for those to fully dissipate and the benefit of our delivery cadence will drive that and dictate as those diminish.

We'll also get the benefit of as we increase rates, just the benefit of fixed cost absorption on our cost -- and in addition, we will see better priced delivery of the backlog. In addition to that, we also are compounded by that as the fact that we'll have better mix. And so all those taken together, will drive us to margins that will approximate on the 737, what they were in 2018 by the end of the decade, and we expect on the 787 that will actually surpass what they were in 2018 by the end of the decade as well.

And I'll tell you there as well is that there's runway beyond that. As we go beyond a decade, there's even room for those to continue to improve. And that's because of what's in the backlog. The beauty of our backlog is that it's visible. And we've talked about this, and I think the team talked about this, I think, very clearly at the airshow, -- it's all about execution for us, and we're all in this together. And if we can execute on these rate increases and deliver on our commitments to our customers then the cash flow is going to follow.

Your next question comes from the line of Robert Stallard from Vertical Research.

Kelly, on the 787, I was wondering if you could clarify what's going on with engines because GE says there's not a problem with engines, but it really seems like from your perspective, there is -- and also on the 787, have we now turned the corner on these seat certification delays?

Yes. Let me take the last part of the question first. we're not through all of the seed certifications that we have. I think the read was the last what I'll say, large quantity where we had a large quantity of aircraft tied to an individual seat ER. But that's -- the seat certifications are going to be with us for the balance of the year.

And so that may make our our deliveries a little bit lumpy. I will say that the seat certifications really aren't impacting our ability to roll out airplanes. So it's really getting the certification paperwork complete. So we can make the delivery. So we're going to still be battling with that. I can't claim victory yet as we work through the balance of the year.

In terms of engine deliveries for 87, we have fallen behind deliveries in the first half of the year. We have a corrective action plan, a recovery plan that we're working with GE. We did, as I mentioned, pause several pause days in the production line to allow the supply chain to catch up here. But it's important that we do see the improved recovery on engines to allow us to move to rate 10. So that's something that we're working closely with GE to make sure we achieve that. And I think they're pretty confident in their ability to achieve the recovery plan.

Your next question comes from the line of Peter Arment from Baird.

Kelly, you've been in the role now as CEO for 2 years, and you made just an absolute ton of progress on many fronts, so congrats on that. But sometimes labor relations get overlooked on Wall Street, and you currently just started negotiations as you mentioned with SPIA. How would you frame up the risk there? And how would you kind of describe the labor side of things shaping up overall at BCA.

Yes. Well, as we said -- or I said in my prepared remarks, we started negotiation early to try to avoid any kind of of a work stoppage associated with the negotiation. And we're in the middle of that. I think it would be inappropriate for me to predict where that's going to go at this particular time. I'll just say that we're keenly focused on it. We spent a lot of time with our workforce here.

So I'm very hopeful that we'll get to an agreement and just keep on with our momentum, you can expect that to play out here between now and the October time frame. So hopefully, we can get that done a little bit earlier than that. So we don't get up to a milestone where we've got critical issues.

I will also say that as we manage this, we're looking very hard at what we would do should we have a work stoppage and what plans we can put in place. I hope that's not the case. I don't expect that to be the case, but we're planning accordingly, as you can imagine. So we'll just have to wait and see how that all all plays out, Peter. It takes 2 to tango in these. And we're certainly on our side, trying to do our best to circumvent any kind of work stoppage.

Your next question comes from the line of Myles Walton from Wolfe Research.

Kelly, on the 777X program, you mentioned 55% of the flight tests being complete. And I guess on the surface, it seems a little low if the full program flight test is going to be completed by year-end. So maybe walk us through how those step functions work. And can you just confirm, are you concluded with Phase II? Is there any -- sorry, parallel test to Phase III that's ongoing? Or are we just in Phase I?

So Myles, look, 55% is pretty good. Remember that we pre-dry-run most of these flight tests. So what we're talking about is actually the certification credit. -- we are going to see accelerated -- I mean we were at 50% just not too long ago. We're already at 55%. So every day, we're flying these aircraft and taking off the the test program. One advantage or accelerator will help is we have a common test and evaluation engineering team that runs these flight test programs. And so now that we're complete with the both the 2 variants in the flight test arena, we'll be able to apply some resources to speed up the completion of the of the 777 program.

Now in terms of the TIAs, we're predominantly on TI. I don't actually know if we're complete on all of the TI A3. It doesn't really matter. They're all being kicked off -- the one thing I will also say is we are seeing some incremental adds to the TA 4A for activities that were planned to be in TI A5, which is all fine. It's just that the scope of these TIAs is a little bit of a moving target.

The important thing is we just keep keep achieving the milestones and the flights, and we have multiple aircraft in the air almost all day every day. So we're making good progress here. I wouldn't be overly concerned with the complete, that will accelerate pretty quickly here.

Your next question comes from the line of David Strauss from Wells Fargo.

Kelly, I wanted to follow up on the 777X. If you could just update us on change in core kind of how you're thinking about that. There were some news out there about you scrapping on early airplane, 1 of your customers so they don't want to take early airplanes. Just if you could update us there.

And then Jay, could you -- within that free cash flow range for the year, what are you assuming kind of for net working capital for the full year? I think year-to-date, you've burned like $500 million or so. What do you have kind of baked in for working capital for the year?

Okay. Let me start with changes. So really no change to our plan. When we took the last EAC charge, the whole change in corp scope was contemplated when we did that. Yes, I'm not going to negotiate contract changes with our customer here in public. We're -- we've got a plan are some earlier changing core aircraft that clearly have more work to be done than others.

But again, that was contemplated when we did our EAC update. So we'll work with the customers here on which aircraft delivery and the configuration of those aircraft. It shouldn't impact any of our EAC activity, at least as we see it right now.

On your question, David, I would expect from here the balance of the year, our working capital be a net source of cash. We expect in addition to the increased deliveries -- we also expect an uptick in as I talked about the BDS advances, and we still have some order activity as well as just scheduled PDPs at BCA. So I would expect that to be a source.

Your next question comes from the line of Sheila Kahyaoglu from Jefferies.

Ken. Solid performance on BDS with core margins of 3.5%, Jay, as you mentioned. Maybe how do we think about profitability from here? And if you could just update us on the price programs perhaps an order of risk would be appreciated.

Yes, Sheila, on BDS profitability, as I mentioned, maybe just look at 2026. As I mentioned just first in the prepared remarks, 3.5% in the second quarter. I would expect the balance of the year to be pretty much in the same zone there. So on a full year basis, including the BC 25B charge, we're in the range of about 2.5% for the year.

We would expect that again sequentially each year from here on out to continue to improve. I don't have a specific forecast for you. Again, that's something that we'll probably lay out a little bit more as we get into a formal planning season. But we would -- I would expect there to be improvement -- margin expansion each year sequentially throughout the rest of the decade as we approach and reach this high single digit number.

And again, the road map, again, is very similar to what we've said. It's delivering out on some of these contracts and kind of taking those headwinds away -- it's also going into phases -- different phases of existing programs, whereby the pricing is better on those contracts as well. And then just in the backlog, we've not got just better priced backlog as well similar to BCA.

So taking all those things together with the benefit of the execution that we're seeing at BDS are the building blocks to this improved margin profile. And as I mentioned, and I have mentioned before, we're pretty confident in our ability to be able to deliver that.

Yes. And Sheila, in terms of the risk of the fixed price programs going forward. Look, I think we've made really good progress with our customers here as we've looked at the estimate to complete on those. And I would say don't fall off your chair, but KC-46 feels very low risk for the EACs going forward.

I think we've done really a good job finally on that project. And we're getting to the end of the production -- the fixed price production that we have, and we'll be repricing new lots going forward. So I think we've got KC-46 well at hand. MQ and T7, we've just got to get through the completion of the flight test program.

So we have those normal risks. I wouldn't highlight anything in particular. I think that we've got those risks identified and we're managing those within the EAC. The one program we have work yet to do with the customer on his commercial crew or the starter program, as NASA's replanning their launch sequence that will have some impact to when we're actually doing the launch.

The redesign of the Starliner deficiencies is going quite well, and we're feeling pretty good about that. But we've got to work with NASA to align on the launches that are going to be both the crude and uncrude launches going forward. I don't, at this time, anticipate that's going to create a cost problem for us, but we do have some uncertainty here that we've got to work with NASA to get that put to bed, and we are working with them right now.

Your next question comes from the line Kristine Liwag from Morgan Stanley.

At Farnborough last week, one of the recurring themes from the propulsion supply chain was that engine manufacturers and their suppliers continue to see a gap between existing capacity and the production rates targeted by both you and the other large airframe we're across the pond.

I guess, Kelly, you mentioned that you're comfortable going to 52 per month for the 737 without significant supply chain constraints. First, how much of your comfort is based on the existing inventory of engines that you have on hand versus the pace of deliveries that you're receiving from your supplier?

And also second, do you anticipate Boeing will play a more active role, whether through advanced payments, capital support or other mechanisms to help suppliers expand capacity and achieve your long-term production rate targets?

So look, on the rate 50 or 47 and rate 52, I am comforted partially by our inventory, but also by the engine deliveries that we're receiving from CFM. So both of those are sufficient to meet our demand going forward. Where we still have work to do is as we get to the higher rates, 57, 63, those continue to be areas that we're working with the supply chain -- and look, we'll work -- if we find constraints that are capital-driven constraints, we'll continue to work with our suppliers to do that.

In many cases, these are Tier 2 or Tier 3 suppliers. So those are areas that engine manufacturers are actively working with their supply chain. But we'll work that as we -- as the rates increase and constraints show themselves. But right now, I think we've got a solid plan through 57 and more work to do after that.

Your next question comes from the line of John Godyn from Citi.

We've talked a bit about BCA and what that looks like through the end of the decade. -- for obvious reasons. But I was hoping that you guys could just paint the picture and illustrate the impact and contribution from BDS and BGS which we kind of rarely talk about, what did those businesses look like when we look out 4 or so years?

Well, John, you take -- first, starting with BDS. A lot of their cash flow improvement will track with the profitability improvement as well. And they'll get back to once you get to the end of the decade into delivering, I'll just say, maybe low single-digit billions of dollars type of contribution.

BGS is already delivering solid free cash flow to us. So it's just a matter of staying the course with them and continuing to grow with the demand that we see both on the commercial market side as well as on the government sustainment side. And so I don't think BGS will be a huge incremental contributor.

There will be some but contributor. But most of the cash flow benefits will be at BCA with all the reasons and all the factors I talked about before and BDS in terms of its improvement path.

Your next question comes from the line of Ron Epstein from Bank of America.

Kelly, one of the things you haven't really talked about much at least on this call. Your thoughts around a new airplane innovation. And all I think maybe last quarter or 2 quarters ago, we talked a little bit about profitability in the business.

I'm still kind of surprised that profitability isn't better for the aircraft on it large, including Boeing. So I mean, is the key to getting more profitability in this industry, innovating Meaning, when I look at the 737, largely granted, there's been some upgrades to it over the years, but Sanofi that was born the same year I was 1957 when the service right. And when I look at the engine producers, they've been steadily innovating over the last 15 years, grounded 787s into materials. But how are you thinking about that? The key to profitability for Boeing in the future innovation.

Yes. So let me just for say, there's no change in our thoughts or strategy relative to new airplane. And I've talked about this before that both the markets, technology and we need to be ready to do that. And we're working really hard on all 3 of those, as you can imagine.

Relative to the profitability mix. Look, we're going to improve profitability on the existing products, but the actual share of the overall aerospace profitability is kind of embedded in the supply chain architecture, and we're not going to change that on the existing airplanes. It kind of is what it is.

So it points to the next airplane has the opportunity to change that. And I can tell you that we're spending a good deal of time looking at where the value is in the aircraft going forward and how do we participate in the value chain, maybe differently than what you've classically expected us to do. And so that's all a part of our strategy here, that will play out when the market is run for a new airplane.

And can I follow up -- does that require more vertical integration? Or I mean, how do you think about it right I could.

Require a little more vertical integration. I don't think a massive amount. I think it could require a different kind of business partnerships, different type of ventures. Certainly a different level of engagement with our supply chain depending on the commodity. So I don't think it's going to be any one area. I think it's going to be depending on the commodity, you're going to see a different business relationships different business models going forward than you've traditionally seen in the past.

And I think those models should be win-wins for our supply chain and for us because they also would like to see some different business models, as we go forward on a new airplane.

Operator, we have time for one more analyst question.

Your final question comes from the line of Richard Safran from Seaport Research Partners.

Kelly, listen, I thought you could expand on your opening remarks about Wichita. You've had Spirit for a while now. it's integral to your rate ramp. So I thought maybe you could talk about how the integration has been going, how that's tracked against initial expectations? And if there's any issues that maybe you'd care to highlight?

Yes. No specific issues. I'd say overall, like I said in the prepared remarks, the integration is going as expected. We are seeing continuous improvement in the quality of the of the fuselages that are coming out of which to coming into the final sale line. So that's good. I don't see any challenges here with the near-term rate breaks associated with the Wichita business.

We do have massive effort, as you can imagine, going through the integration process, getting our safety and quality plan consistent across our entire business. Those are key focus areas for right now. But look, we were just in -- I was just in Wichita with some of the local politicians and we pledged $1 billion investment over the next several years in both people and capital to improve the facility to address under facilitized areas to support the ramps going forward.

We still have some work to do in Wichita for the higher 37 rate ramps as well as the higher 87 rate ramps, but we've got plans in place and we're executing those plans. So far, so good. It's a really good team. They're energetic. And I will tell you, they're really, really happy to be back apart of of Boeing, and I think it helps them see their future much clearer. So we're on track here. We've got a lot of work to do, but I'm pretty pleased so far.

That completes The Boeing Company's Second Quarter 2026 Earnings Conference Call. Thank you for joining.

Okay. I guess we're ready to go here. I'm Doug Harned, Bernstein's Global Aerospace and defense analyst. And I'm thrilled to have with us again, Kelly Ortberg, Chairman and CEO of Boeing.

Good to be here, Doug. You, doing well?

I am. It's good to have you here. Nothing is boring me...

Time has flown since we were here last year.

No, I know. A lot has happened.

I mean maybe to start, we can start right there, is if you look over the last year and what you've been able to do with the company in terms of the progress you've made and some of the challenges you may be looking at right now, maybe you can give us an overview?

Yes. So look, I feel really good about where we are. Looking back in the last year, we've accomplished a whole heck of a lot production on our commercial -- in our commercial business, ramping up, continuing to ramp up. But we've had some really good success.

As you know, we finished last year with over 1,000 new orders. So the market is super strong for all of our commercial products. So really pleased there. We've done really nice work on our Defense portfolio in realigning that portfolio with our customers around successful programs, particularly focused on our -- some of our problem development programs and getting those back in shape.

And so I feel really good about what Steve Parker and his team are doing there. And again, we finished with record backlog in our defense portfolio. And our services business has continued to do what it does, keep our airplanes flying and our customers supported with really good margin performance there, which has been important given the status of the rest of the company. So really good progress.

The one area I guess I'd highlight where I haven't met my goals, was getting the certifications complete on the new commercial airplanes. And we're -- I'm sure we'll talk a little bit about that. But getting through the 737-7, -10 certifications and the 777-9 are big goals here for us yet to go in the year. Then we're always managing the day in, day out things, whether it's supply chain challenges, things pop up, we manage them. I think that will be ongoing, labor agreements. We've got our SPEEA labor agreement with our engineers in Puget Sound coming up at the end of the summer. So those are all things that are ahead of us that we just got to continue to work.

I'm really pleased with the culture work across the company. We did a lot of focus on training our people, rolled out new values and behaviors, aligned our goals and objectives to a single One Boeing set of goals and objectives. So everybody's focused on success of the company. And I'm seeing major, major turnaround with that. And it's not just me. I'm hearing it from the employees. I'm hearing it from the customers. Our commercial customers are saying these are the best airplanes they've received from Boeing. So it's a great accolade. The team is really doing a good job.

You mentioned the orders you've had and your backlog is huge right now. Can you give us a sense of how far out that backlog extends? If customer wants to come in, and place a significant order today for 737, 787, what time frame are you looking at?

Well, it's well into the next decade. So it somewhat is a little bit different Doug, depending on the customer, if it's a customer who has options, firm options, then we give them a window and will protect the slots, if you will, production slots for firm options. But if it's a new customer coming in for new demand, they're going to be in the 2030s before they're going to be able to get either a 787 or a 737 airplane.

And I put that in the context if we just -- you just came back from this trip to China with the President, and you got an order for 200 airplanes, a lot of us were expecting a 500 airplane order. But does -- when you look at China, does that matter in terms of when we'll see deliveries actually?

Yes. The China trip was super successful. My primary objective was to reopen that market to our narrowbody airplanes. As you know, we haven't had an order in nearly a decade. And we accomplished that, which is a major, major accomplishment. And I think people focus a little bit too much on the initial quantity. This is opening the market. They need well over 500 aircraft a year to support their GDP growth. And so there's a great market opportunity for us.

And the initial order of -- the initial commitment of 200 will turn into an order later on in the year. The way the process works is once the government decides a batch of narrowbody aircraft, they then allocate them to the Chinese airlines. And then we go work with the airlines to actually get a firm order. And that's -- you'll see us book those orders on an individual airline-by-airline basis. So look, I never had a plan to go to China and return with the packet full of 500 orders.

Having said that, 200 is a huge number of airplanes. So. It's a good start, and I'm very confident that keeping that market open, that's an initial tranche of aircraft, and there will be more to come.

Now with the large backlog you have and been sold out for a long time, we're currently in a situation with very high fuel prices, that's putting a lot of pressure on many airlines around the world. Our assumption would be, as we saw during the global financial crisis you're going to have some movement in slots. Some airlines could find it difficult to take deliveries at certain times. How do you approach that process of managing your skyline with some airlines who may have a more difficult time than in the past?

Yes. So just to be clear, so far, just like I said in the earnings call, we have not seen anybody request a movement or a delay of the deliveries. Now I think everybody, because of the high fuel prices, will want to take the more fuel-efficient new airplanes. And if they have to park an airplane, it's probably an older inefficient until they get cash strapped and then they get to a point where I can't take the airplanes. We'll work with the customer if that happens. We've done that before. I've had more customers call me saying, if you have that situation, I'll take the airplanes. And then I have had customers saying I want to give up any slots.

Generally, Doug, if it's a 737, as long as we have about 12 months of advanced notice, we can refire that to a different airline. Probably 18 months from a 787 perspective or even a larger wide body, it's a little longer. So we just have to get in front of that and talk to the customers, make sure we know in advance that if they're thinking about it, we try to get ahead of that, so it doesn't become an issue where we've got an airplane we can't make a delivery.

Now on 737, so you've gotten production up to 42. You're still looking at 47 rate in the summer. Can you take us through how that process is going and maybe update us on your expectations for 47?

Yes. So we went to 42 last fall. And the good news is we've continued to roll out at 42 a month. And all of our key performance indicators have been very positive. They've stayed green through that. So that production ramp has gone very, very well.

We just recently had our capstone review with the FAA, new news here. We've passed the capstone review for rate 47. So we are now in the process of running the line at the 47 a month rate. It will probably take us a few months of stabilization there. But I'll say when we went from 38 to 42, that stabilization didn't take too long. My guess is we continue to go up in rate, it may take a little bit longer, but we're off and rolling now for the 47 a month rate, and we should be there in the next couple of months.

And so how you think about that is you start working at 47, you'll have blanks on the line and then you start to fill that in as the rate gets stabilized?

Yes. What we do is before we go to the capstone review with the FAA, we want to make sure that we're ready to actually go to that rate. So what we do is we actually bump the rate up to 47 a month before we go actually to the capstone review. And then we put some blanks as you point out, in the production system. So that if we go to 47 and one of our commodities as it gets too many jobs behind schedule. We use that blank month to catch them up and then we go figure out what is it we needed to do to get to 47. And we try to get that all done before we actually make the rate increase. So we're highly confident that we pulse the system to make sure we're ready to go to that rate.

And when you look at the 737, the -- what we've heard from some suppliers is that the inventories that you had built up during the periods of low production rates, those have been worked through pretty far from at least, that's anecdotally. Where do you stand on kind of bringing down the inventory levels?

Yes. So it is a little bit of a commodity by commodity answer, but I would tell you, we're still at high inventory levels, higher than we want for sustained production. And I think we won't get to that more balance or equilibrium until we're at 52 a month rate. So 47 we're still going to benefit by high levels of inventory. And at 52, we'll see that balance out. That's why I've said that the rate increase at 52, we'll have to watch that because I think that's more -- going to be more of a strain than going to 47 because of the inventory.

The other thing I'll point out is that rate 52, we're bringing on a fourth production line for the 737 in our Everett facility, which is north of our Renton facility. That production line is in place. We'll be firing an airplane through that to qualify the production system. It is a lift and stick of the Renton production line. And we're hiring people. We're going to flow them through Renton and then move them up to the Everett line. We need the Everett line active to move 52 and beyond, not for 47. But while we're at 47, stabilizing at 47, we'll be bringing the north -- we call it the North Line -- the North Line on -- at low rate production.

Now at one time, I mean for a very short amount of time, you were at 57 a month back in the kind of pre-grounding period. And now it's all being done in the Renton facility. Can you talk about what's changed? I think it has to do some with the FAA processes, but can you still do 57 in Renton?

No, we don't think we can sustainably with our current safety and quality processes. We don't think we can sustainably do that in Renton and that's why we brought the additional line on. It will give us, obviously, the capacity of an additional line, also gives us flexibility. If we have one line that has a problem, we can use the other lines to help offset what that -- the problem line is dealing with.

I wasn't there back when we were doing that. I would just say that we are ensuring that this is a stable production, not an unstable production. We're not going to push airplanes down the production line and end up with traveled work and some of the challenges we've had in the past. And so that's why we've invested in the north line to make sure we've got sufficient capacity here.

Now it's not just a 52. We'd like to get some day to 63 a month rate. And so we're looking forward to that. The market will support those higher rates. We just got to get ourselves in our supply chain in a position to do that.

So when you look at going to 52 what's the time frame you're thinking about now assuming that 47 happens this summer, July, August?

Yes. Historically, I've said no earlier than 6 months. And if you look at the -- maybe the 42 to 47 is probably close to that 6 months. I didn't look at it exactly, but it will be closer to that. I think it will be a little longer. I actually don't know. We're going to move when the system is ready and when the supply chain is ready knowing that we're going to stabilize this inventory a little bit.

I just think we should assume it might take us a little bit longer, but we'll see. We'll see how everybody performs. Each rate is a new rate to deal with, and we'll get good feedback once we get to 47. If that's going smoothly like it did at 42, then we'll move at -- move to the next 52 as soon as we can.

Now are there certain parts of the supply chain that are more of a concern for you to make sure they come through smoothly?

Not -- for 737, not really. Not right now. I think for 47 a month and 52 a month, there's no particular commodity that I'd point out to you and say, we need that one to double or we're going to be in trouble. Part of that is our inventory. We always are dealing with day in, day out supply chain challenges, and we address those burn them down, and keep going. But there's nothing I'd point out to you that I'm overly concerned about with these next rate increases.

Now if I go back to the previous time when Boeing went from 47 to 52. One of the big problems was at Spirit. Spirit did a great job going 42 to 47, but things sort of broke down for a while there. Now that you have ownership of Spirit, how have you looked at that kind of a channel?

Yes. Well, first of all, they've made great progress in streamlining their production process and building a higher quality with less defects, so they're not repairing and doing a lot of rework, which is allowing them to flow fuselages better. I was just in -- at a big event in Wichita about a week ago. We announced a $1 billion investment over the next 3 years, which is in our plan, but we announced it publicly where we're going to invest in the facilities as well as people and training to make sure that our team in Wichita is ready for the next production rate.

So look, now that we own them, they're under our control. We know there's pockets of either capital equipment or training that have not been invested in to the level they need to be, particularly focusing on our safety and quality plan that we've worked with the FAA, put in place in Renton, we really want to replicate that and get that solidified down in our Wichita facility.

So yes, I think -- I do think that having control of it, we can make sure that we're making the investments needed to make the rate increases. I will say that Spirit is one of those -- the former Spirit is one of those areas where we have a lot of inventory on 737 fuselages. So again, for the next -- these next rate increases, the Wichita performance is not a big concern right now.

No, that's good. But I look back when they -- on the same footprint, they went from 28 to 47, which was pretty amazing. Now there have been changes there over that time. But -- my assumption would be, if they have to go up to a 63 level eventually, you're probably looking at some expansion in those facilities? Is that correct?

Yes. Yes. I would say, across -- I've been talking about 47 and 52. I think across the supply chain to go to 63, we've got work to do. I think many commodities, we've got work to do yet to get to that. But we're not there right now. We've got to get through these near-term rate increases. We are doing the advanced planning to make sure that everybody is doing the advanced planning around these future rates. I think the whole world is watching to make sure we make 47 and 52.

And when you get back up to those rates back -- let's say, 52. Given the process changes that have happened, the fact that you're going to be using the North Line, how do you think about margins for those programs compared to where they were the previous time around?

Well, certainly, margins will be improving as we go forward at the higher rates. Now there's a lot of dynamics in that. The -- and I think Jay has laid these out in the earnings call. We have headwinds associated with late penalties with current deliveries that will burn off over the next couple of years. We have larger, more -10s in the mix going forward. Those are higher-priced airplanes. We have generally higher pricing or improved pricing that will help us. But the North Line initially will be at a low rate. So the North Line will actually be a drag on us initially here once we get it up to the same rate performance as Renton, then it will be a contributor to the margins.

So yes, whether we get back to the exact level of margin on the program, we'll see, but there definitely will be improving the margin here over the next 3 years on the 737 program.

And the -- do you still think of that North Line is focusing more on the MAX 10?

Yes. So the North Line because it's in Everett, and if you've been to Everett, it's a huge facility. We can actually do a -10 nose to tail in the facility. In Renton, we actually have to space, the -8s and -7s and -10s because it's not long enough to actually fill the factory with all -10s. So we do think that, that provides us the ability to get to a point where we can do primarily -10s.

Having said that, we've put the facility in place to do everything except for -7s. So we won't do 737-7 in the North Line, but it will be capable of doing every other one because we want the flexibility, like I said before, if we have issues with one or another, we can use these multiple lines to help us reduce risk.

So I know a lot of people really want their -10s delivered now. So how does the certification process look at this stage?

Yes, the 737-10 and -7 cert programs, we're clearly getting to the final stages. It's clearly light at the end of the tunnel here, and we're going to get these certification programs done. We're roughly 80%, a little better than 80% done with the certification flight test program, so the certification flights are done, scored or both the -7 and the -10.

And we have authority from the FAA for the entire test regime now -- flight test regime. So we don't need any more TIA approvals from the FAA. So it's just a matter of getting through that flight test program and we're clicking them off as we speak. So I got to know from our team that we were flying 3, 777s, and 2, 737s simultaneously for certification score. So we're really banging this down. And that -- it will get to the end of the year where we'll get the certification so we can really support next year's deliveries. You know we're building -10s. So we need to get that cert done so that we can start those deliveries.

So when you look at this is -- is there a major difference -- what I'm trying to think through here is I mean, the inlet design has been -- was a big issue here to...

The anti-ice...

Through anti-ice thing. But is the testing you're doing now primarily that, or is it broader because...

Yes. Good question. So the engine anti-ice while it was being done as a part of the certification program, it will actually be cut into the -8 program first. And so we've made -- we're through all the testing of the engine anti-ice, and that's all kind of behind us. So we feel really good about that. And then the remainder are just -- I'll just say, just the normal -- these are the things you do at the end of the flight test program. We've dry run everything. We're pretty confident that we're not going to see any hiccups here in the remaining regime of flight testing.

No added complexity in the MAX 10. I mean you have a different landing gear, you have -- I mean there are some different aspects to that...

No. There's -- the -10 work is much higher than the -7 but we're doing those concurrently. We'll probably get type cert for the -7 before we get type cert for the -10, but it kind of doesn't matter. They'll be in pretty close proximity. But there's no question the -10 cert work is a bigger package than -7.

So on the 787, you're 8 a month, you want to be a 10 a month production by the end of the year. Can you talk about what has to happen to get there?

Yes. The 787, we've done a pretty good job as we've moved to rate 8 rolling at rate 8. But we've got some instability still that we're still working through. I'd point out that the -- and we've talked about this, the seating configurations have been very complex and getting the certifications done on the seats have actually -- they've not impacted production as much as they've impacted deliveries. And you've seen our deliveries a little bit lumpier than what I'd like to see because we've got airplanes done, ready to be shipped, that we don't have cert paperwork.

So these are sitting in Charleston...

We have airplanes sitting for customers, completely done, waiting for seat certifications. So we're working to get that process done. But every new type airline, new type goes through the new certification process. And we just have quite a few of those yet to go through here this year. So I think from a delivery perspective, we'll be fighting seats throughout the year. Just getting through the seat certification. We're working with the FAA and EASA and the seat manufacturers to try to improve that.

But we've got a lot of work yet to do on that. So that's an important stability item for us to go to 10 a month rate. And then we've fallen behind in delivery on engines here in the first quarter. So we've got a recovery plan that we're working with GE on. And so we'll need to see the engine recovery plan come to fruition before we can get to rate 10, and that will be late in the year.

And on the seats, so how -- I mean how many airplanes can you have parked out? In other words, if you have a mismatch between production and deliveries, when do you hit the wall there where you can't...

So we can fly the airplanes to other locations, and we have. So it's not just storage location at our Charleston facility.

So you'll continue to produce, you wont' slow down because...

No. So for us to slow down would cost us way more than pushing through. And quite frankly, in some of these cases, we thought we were going to have to seat design done a lot earlier than what we've been able to accomplish. So we've just got to get that stabilized. But I don't think we're going to do anything to slow production down, but we may not go to the rate 10 as early as we could have, had we not had the challenges.

And the problem here, I guess, is more about the certification than it is about supply chain overlap or something...

That's right. It's not -- it's typically not supply of seats. The seats are in the airplane. They're built. The airplanes are built. We just don't have the paperwork allowing us to make the delivery. And this isn't every airplane. This is when an airline has selected a new configuration that they're rolling out. Typically, they have doors. These are very complex. It's typically -- it's the business class configuration that are just more complex than we've had before and the certification has taken more time than we thought or they thought. So...

You have some MAX10s hat like also like United has been fairly exotic interior. And that -- could you run into some delays there, too?

Yes. So we're taking our lessons learned and applying it across -- it's not just MAX 10s, but it's also beyond 777X. -- in a big way because they'll have a bigger cabin. So we've done some things like pushed back some of our new entries, seat entries. We're also putting constraints on the system to make sure that we're not flowing an airplane into the production line with an uncertified seat configuration. So we're becoming more disciplined, which I think will help us, and we're going to apply that particularly on the MAX 10 line. Because you're right. Some of those seats are pretty close to the same kind of challenges here.

And on -- can you just -- I don't know if there's anything new here on 777X and the time line?

So 777X, we continue the flight test program, that will go through the end of the year. So we'll be done with the MAX well before we're done with the 777 flight test program. Our flight test organization is common. So it's the same team who supports all the airplanes. So once we get done with the -7 and the -10 flight test program, we will be able to apply more resources to the 777-9. But you should expect that will hopefully be done with our flight test program by the end of the year.

With the exception of ETOPS. ETOPS is the final test that you go through with the twin engine aircraft -- wide-body aircraft. And that ETOPS is going to extend into next year. But we're building the airplanes and getting ready to start the deliveries next year.

You can deliver before -- you can't operate it you can deliver before...

Yes. But the -- it depends. It depends on...

Depends on the customer...

Yes, yes depneds on the customer. I would say, for the most part, the customers are going to want our ETOPS testing done.

Then when will the freighter follow?

So we just built -- you've probably seen that in the press. We've just built our first 8F freighter. And it will be about 2 years behind the PACs version.

Switching over to BDS. So if you look at kind of the historical programs here KC-46, T-7, I mean you've had a lot of issues on these. Some from just the contract structures. Where do you stand on getting past all of the cash impacts from these charges that you've had to take?

Yes. So the cash impacts, depending on the contract, some of these contracts have firm fixed price production options. So let me use the KC-46 as an example. That's been a loss program. It's been a challenging program for us. We have one more lot of the existing firm fixed price KC-46 production that will happen at the end of this year. Then the follow-on quantity will all be repriced. So in that case, we have no ability to improve margins with the existing contracts. We just need to manage the risk. So there's no further nonrecurring write-downs.

And then where we improve the margin is in the new option opportunity. T-7 is a similar program where we've got a significant amount of the production under contract. So that will take a while to turn that to profitability. MQ-25, we just have LRIP under contract. So production will be a new contract option. So I would just say, in general, the road to profitability on those programs is get them behind us. Go to the next phase, either another contract option, in some cases, just be done. VC-25B, the President's airplanes, we just -- we'll celebrate the day we hand the key to the President and that's done.

And so we don't know where the $1.5 trillion budget is actually going to end up. However, there's more money in there for T-7, for MQ-25, presumably, those will be under new contracts. They're going to be...

Some of that will be existing just funding for existing contracts, some of it will be new contract. And it really is a contract-by-contract case. But there's no question. The budget is bigger than we expected it was going to be last year. Irrespective of where it finally settles, I'm pretty confident that it's going to be a pretty robust budget. The other thing is our programs are really, really well us protected in that budget. So I feel really good things like F-15EX additional quantities there...

Wedgetail.

Wedgetail, we've got the E-7 variant back into the budget environment. So look, we're -- we've got good opportunities. I do think that, as I sat here last year, I think the outlook for our growth in our military business is stronger this year than what I would have said it was last year.

F-47 is huge part of that, right?

Big part, we're off to a really good start. The programs well staffed. Our customer is super pleased, and we're going to keep them that way. And so we're really focused on doing things differently and having a successful development program. As you know, that's -- the contracting type is appropriate for the work we're doing.

One of the things that we've done that the team has done a really good job is focusing on making sure that we underwrite all these new contracts with the right baseline, whether that's contract type or the right pricing structure. We've got a lot more discipline. In fact, we've walked away from some jobs that we historically would have taken on and said we can probably get this done.

And we've looked at it and said there's too much risk for the fixed price contract type. So we're not going to do it. Having said that, we've got a record backlog in our defense businesses last year. So we're able to still win and be disciplined in the market. And one of the things that's really key as we returned that defense business to this high single-digit profitability is we don't enter into new loser contracts. And so we're really focused on making sure the team is disciplined around that.

And on the F-47, I don't know how much you can say about it. But is there a way to describe what that growth path would look like?

You know what, I can't really say.

That's what I expected. But one thing it does do, which maybe you can say is -- I've spent a fair amount of time in the St. Louis facility. This does build a base there that I would expect to be good both for your cost structure and for new work?

Yes. I mean it sets the future of our St. Louis operation for decades to come. As you know, we're investing heavily in new facilities to support the production of the airplane and potential future opportunities as well. But having not been the prime for either the prior generation fighters still having the F-15, but the F-18 is essentially wrapping up production. This was super important for us to secure that, what I call transformational win for us.

Can you talk about space, Starliner clearly has had challenges. But what are you looking at now in terms of opportunities, maybe with Golden Dome?

Yes. So when I think a space, I kind of break it into 2, there's human space exploration. This is the NASA work Starliner, falls in that category. And then there's national security space where we're doing evolved strategic SATCOM satellites, a lot of classified work, our X-Plane space plane is in that category. That business is many aspects of that business have application to the Golden Dome, but broadly have good support, good budget support. And it's good business. We're performing well on that side.

Where we've struggled have been again where we've signed up to fixed-price contracts on the space exploration. So the Starliner is a good example of that. We have -- with the Starliner, we have 2 launches. NASA has just determined that they're probably going to push the second launch out of the year. So we'll only have one more launch this year and then one next year on that program. And so we're working with NASA to fix the deficiencies that came out of the prior program, get the aircraft certified. And then we'll see where the NASA -- the NASA budget is an interesting one. We'll see where that budget lands going forward. That's a little bit up and down.

I mean on Golden Dome and we struggled a little bit with getting a tight definition of what the actual programs will be in there. And I know Congress has had some questions as well. I mean, for you, are there some well-defined things? Or still you're working through with the opportunity set...

I think we're still working through -- as the customer is still working through a little bit of the architecture and the opportunity set. I think there are some areas where we know what our contribution will be. And then there's areas where there's still some trade studies being there. But from a Boeing perspective, I think you should look at Golden Dome probably as more of a capability of our assets as opposed to a program we're going to go win a big specific Golden Dome program.

So I mean I think back several years ago when BDS was a really good, reliable source of free cash flow. That clearly disappeared for a while. When you look at 2027, do you think -- can we expect positive cash coming out of BDS at that point?

Yes. Yes, but not to the level it should be. So I think we'll get to where we're generating some cash flow. But as we just talked about, we've got to get through these programs that we're underwater on and get those behind us. There's no reason this business doesn't deserve to perform at a high single-digit margin business and return back to those classic cash flow rates that we've seen in the past.

And we have a nice mix of domestic and international. And international generally has more upfront payments and higher cash -- better cash terms than the DoD contracts or DOW contracts. So we just have to -- again, I think we have to get these programs that, challenge programs executed and behind us, and you'll see better performance out of that business.

Can you update us on what that mix is in the backlog of U.S. versus international?

I don't think I know exactly what the backlog I'd have to follow up with you. I don't want to quote a number that's not right.

Okay. The last one I remember was pretty sizable. I mean, pretty significant percentage.

Yes.

So if we go over to BGS. This business has performed really well for quite a while and 17% plus margins, which always seem to be higher than what you guys are guiding to. Now we're in this situation with 2 things going on with the war in Iran. One is it increased optempo, which I would think could add to your performance on the defense side. And then risk potentially on the commercial aftermarket. How do you look at that?

Yes. So the risk to the -- let's start with the commercial aftermarket. The risk to the commercial aftermarket will first be on the transactional -- the in and out kind of business. We're looking at it on a weekly basis. We have seen some of that transactional business decline from carriers in the Middle East. But in fact, we've seen a higher level of transactional business in elsewhere, which is totally offset.

So from a main perspective, we haven't seen any impact right now in our business. Now we don't have a lot of flight hour service business. Other companies probably do. And that's going to be impacted just by the number of flight hours. And flight hours are coming down in the region.

So -- but we don't have a lot of that. So it's not really material to us. So, so far -- I just don't see any significant or material impact. We are seeing uptick from the DLA from the in and out business associated with optempo and Defense. And I think that will continue, both just in parts, but our platforms are very much in the fight. The optempo is very high. And so there's either going to be replacement, replenishment. We're working the big PAC-3 production contract to replace all the Patriot Seekers that have been shot.

But even our aircraft platforms that have been either damaged or used in excessive amounts, so we'll see some maintenance cycles, which will, over the next -- that won't all happen at once, but over the next year or so, we're expecting to see some upside. I think back to the commercial, it depends on how long this lasts. If this lasts -- the longer it lasts, obviously, the more strain is going to be on the system. And the only thing I could say is we're monitoring it weekly to see what's going on and we're talking to the customers.

Well, and I didn't mention, but I guess, when we were on the -- back on going to BDS, but you've also got sort of JDAM, Small Diameter Bomb that...

Yes. Our Weapons business is -- the demand is through the roof. So that's another area where we're going to quickly be talking about how many can we build, not -- how many can we get under order. So we're working on expanding our production there. I was just at the Pentagon meeting with the Department of War yesterday on things like it ramping up production. And that's important all the way up to POTUS. We've met with them on -- the CEOs have all met with POTUS on the need to ramp up our capability in the weapons market.

So this year, you're guiding to $1 billion to $3 billion in free cash flow. And what will determine where you end up in that range?

How many airplanes we deliver probably will be the -- in the end, that will be the determining factor. So we'll see. There's some risk and opportunity around airplane deliveries. We'll just see how we do here.

Well, and one of the things I know you had said previously that the assumption of predelivery payment from China on an order would be included in that cash flow. Is that material one way or another?

First of all, we do have some PDPs from China. I don't think -- if, for example, the China orders wouldn't happen by the end of the year, we probably would fill that with other PDPs. Those slots would go to someone else. So I don't see the China situation really having a major impact on our -- where we end up on cash flow. It's not going to swing us over or under, I don't think.

You and Jay have talked about heading toward a goal of at least $10 billion in free cash flow. Is there any sense you can give us on timing and the trajectory for that now?

Well, I don't have anything new. I think Jay did a good job at -- during our earnings call of kind of laying out the puts and takes associated with that. And in general, we've got to get through these headwinds that we've got, where we've got consideration on -- in the price of the airplanes because we're late. Those will abate as we ramp up in production. So we've got the -10 coming in, which is a higher-priced airplane.

So the mix helps us well, better pricing in general will help us. We've got headwinds associated with supply chain costs that we're managing. So all those in a bucket, we're expecting to see kind of a continued cadence towards that $10 billion and beyond cash flow. But we're not going to put a specific time line yet on that.

We've just got to focus on these activities that will yield improved cash flow.

Well, going into '27, at least, I mean, you should have some work down on that -- the cash flow penalties on the 777X, I would assume, because that's like $2 billion or so this year, I think...

So is your question...

Yes, does that -- what's the trajectory, I guess, on the 777X cash out?

So 777X cash out is big this year, will be big next year, and then you'll start to see that kind of turn in the '28 time frame.

Okay. So you've been on a pretty positive trajectory here for the last 18 months or so. But I have to say that many investors I talk to still have concerns of the problems of the past. And how can you give us more confidence that those risks are much lower today? And you can look forward at these progressions in rate and that looks very...

What I've told the team and the only way, Doug, I see to do that is execute, execute, execute, and build confidence back. We've done a lot of work on the culture in the company to restore trust, and we're getting very good feedback from all of our stakeholders about how Boeing showing up, more transparent, working collaboratively with the customers, delivering on commitments.

That's also allowing us to be in an environment where we can find win-wins with the customers and work through some of these challenged programs. But look, the development programs until they're done, they're not done. And so we just -- I just need to keep focusing the team on every day, execute every day is an opportunity to meet our commitments.

And I would just say, so far its working. I feel confident that we've got the right team. We're focused on the right things. Yes, we'll have a risk that we'll have to deal with along the way, but we're getting in front of those now and managing them and burning them down and I think that will lead to great success. The thing that The Boeing Company has is a huge backlog. I mean we don't have to think about what airplanes do we want to build tomorrow. We know what airplanes we want to build. This is an execution story. So just focus on execution.

Any milestones you'd highlight we should be looking for over the next...

Well, the cert programs are big -- those are big for me personally. So getting through the certification, the MAX certification, watching the production ramp back from up here to 47 and how does that look? And then probably the other one to watch is the North Line. How are we doing on the North Line? Is that maturing the way we want because that will be an important decision point for when we do the rate 52. So those are the, I'll say, the near-term proof points that you can look to.

The government looks like they're going to make a decision on the F/A-XX program yet this year. And so we're in the fray there. So if we're successful there, that would be another big milestone for us. So we'll see how that all plays out.

Okay. Well, great. Well, Kelly, thank you very much.

Thank you. Good seeing you Doug.

Thank you for standing by. Good day, everyone, and welcome to The Boeing Company's First Quarter 2026 Earnings Conference Call. [Operator Instructions] Please be advised that today's call is being recorded. The management discussion and slide presentation plus the analyst question-and-answer session are being broadcast live over the Internet. [Operator Instructions]

At this time, I'm turning the call over to Mr. Eric Hill, Vice President of Investor Relations for opening remarks and introductions. Mr. Hill, please go ahead.

Thank you, and good morning. Welcome to Boeing's quarterly earnings call. With me today are Kelly Ortberg, Boeing's President and Chief Executive Officer; and Jay Malave, Boeing's Executive Vice President and Chief Financial Officer. This quarter's webcast, earnings release and presentation, which include relevant disclosures and non-GAAP reconciliations are available on our website.

Today's discussion includes forward-looking statements that are subject to risks and uncertainties, including the ones described in our SEC filings. As always, we will leave time at the end of the call for analyst questions. With that, I will turn the call over to Kelly Ortberg.

Thank you, Eric, and good morning, everyone. Thanks for joining in today's call. As we reflect on our first quarter performance today, we're off to a really good start and headed in the right direction. We remain on plan and are building momentum from solid performance across all 3 of our businesses.

Our commercial airplanes team continues to integrate our safety and quality plan into its operations, which has enabled us to increase production rates and deliver high-quality airplanes to customers around the world. Our defensive space team continues to stabilize operations. And after 2 years of hard work and development, we're starting to achieve inspiring milestones like the recent Artemis II launch that carried NASA astronauts to space on the Boeing build [ quarter stage ] rocket. The launch and landing were truly profound moment as humans reached farther into space than ever before and serves as a great reminder of what Boeing, our industry partners and our country can do.

In Boeing Global Services, our team is off a strong start adding further orders to its record backlog, meeting customer demand and continuing to deliver solid operating results. While we are seeing some regional instability as a function of the Iran war, we remain confident in the long-term future of our industry.

ABH has seen moments like this before, whether it be recession, pandemic or conflict. The resilience of our industry has always led to a recovery and return to growth trends. Our market remains robust and the Boeing portfolio of versatile fuel-efficient airplanes, defense platforms and services is built for the dynamic environment of our time.

So far, we have not seen any impact on our airplane deliveries. As always, we stay close to our commercial customers if they make adjustments to their plans. And in which case, I think the strength and diversity of our backlog gives us a lot of flexibility. And I should note, we're already seeing higher demand in our defense business, given the increased operational tempo, which over time will be a good offset to any potential commercial MRO weakness that results from these higher fuel prices.

We are confident in our business, customers and markets, and our team remains squarely focused on safety and quality, disciplined execution and elevating operational performance so we can profitably deliver on our record backlog of nearly [ $700 billion ].

As I mentioned last quarter, one of the biggest focus areas for our team in 2026 is completing the certification work on our development programs. This is where I'll spend a few moments before discussing our first quarter accomplishments. In BDA, we continue to move forward on certification work for the 737-7 and the 737-10. In the quarter, we began the final phases of the certification and flight test for the 737-10, which includes autothrottle, autopilot, enhanced angle of attack as well as engine [ anti ] solution. We are pleased with the progress so far and remain on plan for the newest members of the 737 MAX family to be certified later this year, with deliveries expected to start in 2027.

On the 777-9, we continue to advance our certification testing. Last month, we received approval from the FAA for the next phase of testing called [ TIA-4A. ] While it's a smaller package focused on natural ICE testing, it's an important step in moving this development program forward.

You'll recall last quarter, we discussed a potential durability issue on the 777X engine that was discovered during an inspection. Since then, we work closely with our supplier, as they've said yesterday, they believe they have identified root cause and they're working on finalizing their modification. We are working together with Aspire and the FAA to fold this into our certification plan, and we remain on track for schedule of first delivery in 2027.

In the quarter, we also achieved an important milestone on the 787 program. We obtained FAA certification for an increased maximum takeoff weight for the 787-9 and the 787-10, enabling those models to fly further or carry more cargo creating additional value and revenue-generating opportunities for our 787 operators.

In BDS, work to reduce risk across our development programs using active management is leading win-win outcomes for our customers and Boeing. This means we're proactively working challenging programs by looking more closely at risk, requirements, schedules and customer needs. Combined with stronger focus on program management Riker, we're seeing good progress here. For example, on KC-46 Tanker, we recently approached our best-ever factory performance going back to pre-pandemic levels of productivity. And we remain on track this year to deliver the most tanker aircraft since 2019.

We also achieved an important milestone on MQ-25 with completion of high-speed taxi tests and the first flight is imminent. [indiscernible] is our first unmanned aerial refueler for the U.S. Navy. We are now one step closer to providing this first-of-its-kind capability to further enable the U.S. to project power worldwide. Overall, I'm pleased with the progress our BDS development programs are making and there are no major EAC adjustments.

Let's turn now to the first quarter accomplishments. As we start the year, we continue to drive stable operations across our factories, enabled by a focus on safety, quality and performance. Our team is more engaged in embracing our values and behaviors, which we first shared with our team around this time last year. That increased commitment is helping drive process improvement ideas. As an example, I just reviewed 1 from [indiscernible] where the team developed a new drill jig, resulting in more than 30% reduction in defects for 737 wing tip.

In BCA, Stephanie and her team are methodically increasing production rates across our key commercial programs. The 737 program has stabilized at a rate of 42 airplanes per month. And in the quarter, we also delivered the final 737 MAX from storage. As previously discussed, some first quarter 737 deliveries slid into the second quarter, due to a recent nonconformance finding on aircraft wiring.

As part of our root cause corrective action process, we fully understand the issue, and we have reworked all of the 25 airplanes affected and most of these have already been delivered. Importantly, this is evidence of our safety management system, working to identify issues early and drive continuous improvement and avoid these issues in the future.

To be clear, the wiring issue will not affect our full year delivery goals or plans to increase production to 47 per month this summer. We believe our internal and external supply chains are well positioned for this next rate increase.

To support further planned rate ramps above 47 per month, we are readying the new Ever North line. I recently walked the factory where I saw construction complete and tooling in place. Our team setting up the line are eager to get started, and we started hiring and training. Employees for the North Line will complete structured on-the-job training, which will pair new mechanics with experienced teammates from our existing rent in line.

On the 787 program, we did see some impacted deliveries in the quarter due to delays of premium seat certification, but we still expect to meet our full year delivery range of 90 to 100 airplanes. We're staying close to our customers, suppliers and regulators to work through these seating issues, and Jay will talk a little bit more about the actions we're taking to better manage these impacts going forward.

On production, the program continues to stabilize at 8 per month as we work through selected supply chain delays, including the interiors and engines. Overall, the factory is performing well, and the program continues preparations to increase production to 10 airplanes per month later this year.

Like the 737 program, the 787 will use the same disciplined process guided by our safety and quality plan with aided from the 6 key performance indicators to assess readiness ahead of planned rate increases.

Turning now to BDS, where our defense platform are providing unique value and capability to our customers, particularly in the current threat environment. Over the past 2 months, we've seen much of our defense portfolio support key missions [indiscernible]. For example, the AH-64 Apache has proven its potent anti-drone capabilities, and the Patriot Advanced Capability-3 interceptor with this Boeing [indiscernible] has intercepted ballistic missiles and drone threatening civilians and military forces. Boeing Systems remain central to air superiority, precision stripes and electronic warfare, while long-range strike and airborne command and control extend reach and situational awareness.

Our aerial refueling reconnaissance and strategic airlift sustained high-tempo operations, and we're proud that our Comat Survivor [indiscernible] located system and the little bird in helicopter played a key part in the heroic mission that safely returned down pilots.

We continue to make investments in our people and facilities to meet the evolving needs of the United States and our allies. Those investments helped secure wins like the recently announced agreement to expand PAC-3 seeker production in our Huntsville factory. The framework agreement with the Department of War enables a massive increase in the supply of seekers, needed to expand the protection provided by the world's most advanced air defense system. The current demand environment for defense extends into services as well, and BGS has had several notable wins, including Boeing Defense U.K.'s largest ever maintenance and support contract for the U.K.'s Rotary Wing enterprise, which was announced last week.

Our global services team also signed the largest landing gear exchange contract in Boeing's history with Singapore Airlines. That agreement will provide lag year exchanges for more than 75 airplanes across Singapore 737 MAX and 787 fleets. With these recent program wins and operational improvements in all of our segments, we're well on our way to fully putting the recovery behind us.

So before I wrap up my prepared remarks, I want to thank all of our employees for delivering another quarter of improved performance as we continue to turn the corner. Their dedication to safety and quality, embracing our values and behaviors and continuous improvement have enabled a solid start to the year. While there's more to do in 2026, we're making measurable progress. We're restoring trust with our customers. We're increasing production rates and we're on track to generate full year of positive cash flow. And our commercial defense and service portfolios are well positioned to meet the market demands and restore Boeing to the iconic company we all know.

So now I'll turn it over to Jay to discuss our operating results before we move on to questions.

Thanks, Kelly, and good morning, everyone. As Kelly mentioned, a good start to the year and a clean quarter. Consolidated revenue was up 14% to $22.2 billion, driven by solid growth across all 3 segments. Of note, the revenue impacts from last year's Spirit acquisition and Digital Aviation Solutions divestiture largely offset each other in the quarter. Operating margin was 2%, down primarily from lower FAS/CAS pension adjustment as compared to last year, partially offset by higher segment earnings.

The core loss per share of $0.20 improved from last year on segment growth and other nonoperating earnings improvements. Free cash flow was a usage of $1.5 billion in the quarter, driven by seasonal corporate expenditures in addition to planned CapEx increases as we continue to make progress on our growth investments in St. Louis and Charleston. Cash flow was notably better than expectations I shared last month, largely driven by the solid recovery from the 737 warring issue and favorable collection timing late in the quarter.

Turning to BCA in the next page. BCA delivered 143 airplanes in the quarter. Revenue of $9.2 billion was up 13% as Stephanie and her team continuously drive quality improvements while increasing delivery volume. Operating margin of negative 6.1% improved compared to last year, primarily driven by higher delivery volume and a favorable accounting adjustment, partially offset by the dilutive impact of the Spirit AeroSystems acquisition that we highlighted last quarter.

Regarding our customers in the Middle East. As Kelly noted, at this time, we have not seen any request for delivery deferrals nor have we encountered material to supply chain disruptions that would impact our delivery or production rate plans. In fact, we delivered 4 airplanes as planned to customers in that region since the conflict began. That said, we will continue to monitor the situation.

Importantly, backlog continued to grow and remains at an all-time high of $576 billion, including over 6,100 airplanes.

Now clicking down to the commercial programs. Starting with the 737 program where we delivered 114 airplanes in the quarter, which included the final [indiscernible] airplane built prior to 2023. As Kelly mentioned, we completed the rework on all 25 airplanes attacked by the wiring NOE, and we remain on track to deliver 500 airplanes this year.

In the quarter, function stabilized at a rate of 42 per month, and the team drove a nearly 20% reduction in final assembly rework hours as compared to the first quarter of 2025. We continue to expect a production increase to 47 per month in rent in this summer and will benefit from buffer inventory during this transition.

As we discussed previously, production rate increases above 47 per month will be enabled by activating the 737 North Line in Everett. But North Line is expected to begin operations later this year at a low rate of initial production to demonstrate conformity to the FAA that will allow operations under our current production certificate.

Final completion of these initial units, we will be led by our safety and quality plan to increase rate to 52 per month when the entire production system is ready. On the 787, we delivered 15 airplanes in the quarter, in line with expectations shared last month and remain on track to deliver 90 to 100 airplanes in the year. Although seat certifications impacted deliveries in the quarter, we are working with the FAA and our customers to address these risks by partnering earlier in the development process and creating contractual off ramps to avoid delivery delays in the future.

In Charleston, the factory is performing well and continuing to make progress at stabilizing the production rate at 8 per month. In the quarter, our rework hours improved by more than 25% as compared to the first quarter of 2025. These gains in the factory come even as their stability is being paced by the supply chain, where we don't enjoy the same bucket we have on 737. We are closely working with our suppliers including forward deploying resources to support their recovery plans. We continue to expect an increase to 10 per month later year.

Finally, on 777X, Kelly highlighted TIA 4A approval as well as progress made with GE on a solution for the engine and durability issue we highlighted last quarter. During the quarter, we successfully completed flight testing associated with handling qualities, lighting and stability and control. We remain on track for first delivery in 2027 and continue to focus on managing the production system for increased rates. We also have a dedicated team performing the change in corporation statement of work for built airplanes, which will be completed over a number of years.

Let's shift over to BDS on the next page. BDS delivered 29 aircraft and 1 satellite in the quarter. Revenue grew 21% to $7.6 billion, primarily driven by higher volume on KC-46 tanker, missiles and weapons and classified programs. Spirit contributed approximately $150 million of sales in the quarter. Operating margin increased 60 basis points in the quarter to 3.1% on improving operational performance. BDS booked $9 billion in orders through a quarter, including notable awards to continue E7 Westeel development and additional international demand for KC-46 aircraft. Backlog grew to a record $86 billion.

As I mentioned last month, I've continued my reviews of BDS and have come away impressed with the teams leading these programs. I have also generally found reasonable assumptions in our EACs. They're not without risk and many assume improvements in front of us, but the estimates have a solid basis. On many of these legacy challenge programs, the teams have made excellent progress in retiring risk and moving these programs forward. Steve Parker and her team are building on this progress, utilizing active management and increased program management river to drive continued gains and improved financial stability.

As Kelly has previously said, you were never done until you were done, and the team has a great progress here. As I also mentioned, a key part of our ongoing reviews of the BDS portfolio is focused on strategy and growth, it's clear to me that our defense portfolio is well positioned to capture upside from increased operational tempo and rising defense budgets among the U.S. and our allies. We see incremental growth opportunities from our missiles and weapon systems including PAC-3, small diameter bomb and [indiscernible] as well as exquisite capability offered by platforms such as P8, F-15Ex and other proven solutions where we are investing to ramp up production.

While we pursue additional growth, new opportunities are now subject to tighter underwriting to account for risk and our ability to deliver on our commitments. This approach, combined with continued operational improvements, supports steady progress towards high single-digit operating margins as we execute against a record $86 billion backlog.

Moving to Global Services on the next page. BGS continued to perform well and again delivered strong financial results in the quarter. Revenue was up 6% to $5.4 billion, primarily reflecting increased government volume. Excluding the impact of the Digital Aviation Solutions divestiture, revenue was up 13%. Operating margin of 18.1% was down from prior year primarily related to the impact of the Digital Aviation Solutions divestiture and less favorable mix. Both commercial and government businesses delivered double-digit margins in the quarter.

Also in the quarter, BGS received FAA and EASA qualification for 777-9 training devices, an important step forward in support of the airplanes entry into service next year. Chris Raymond and the BGS team remain focused on continuous improvement. For example, the business has implemented automation and AI to reduce proposal cycle time by approximately 25% year-to-date, enabling faster response times to our customers. BGS received $8 billion of orders for a book-to-bill of [ 1.6 ] in the quarter, led by a strong intake from its government business.

BGS ended the quarter PAUSE with record backlog now at nearly $33 billion and remains a high-performing business focused on profitable, capital efficient, service offerings and continues to execute very well.

Okay. Let's shift over to cash and debt. Cash and marketable securities ended at $20.9 billion, primarily reflecting debt repayments and free cash flow usage in the quarter. Debt balance ended at $47.2 billion, down $6.9 million during the quarter on the pay down of maturing debt, consistent with our debt reduction plans. There are $1.4 billion of maturities left a year. We also maintained access to creditor facilities of $10 billion, all of which remain undrawn, and we remain committed to strengthening the balance sheet and supporting our investment-grade rating.

Regarding our cash flow outlook, we continue to expect positive free cash flow of $1 billion to $3 billion this year, aligned with the expectations I shared last quarter. As I said previously, we benefited from order timing in the first quarter. We expect second quarter free cash flow to improve with the second half of the year turning positive. Of note, we assume the expected DOJ payment to occur in the second half of the year.

Beyond 2026 and consistent with what we've discussed previously, cash flow is expected to grow primarily driven by higher commercial deliveries, steady performance improvements at BDS and continued growth at BGS. We continue to view the $10 billion free cash flow figure as very attainable, significant growth beyond that into the next decade as we execute on our record backlog and benefit from continued strong market demand.

Okay. Let's sum it all off. A good start to the year as we continue to build on the momentum from 2025, and we're focused on steadily elevating our performance in 2026 to deliver on the long-term potential of this business. With that, let's open up the call for questions.

[Operator Instructions] Our first question comes from the line of Sheila Kahyaoglu from Jefferies.

Congratulations on getting rates stable and looking up. I wanted to ask your thoughts on the conflict in the Middle East and potential impacts to deliveries your commercial services and weapons businesses and free cash flow and just how we think about scenario planning if the complex drags another 3 months, 6 months or 9 months?

Yes, Sheila, as we said in the prepared remarks, we have seen no impact so far. No customers are requesting changes in their deliveries. And as Jay said, we made deliveries in the first quarter into important customers there in the Middle East. I think the broader thing for us to watch is the overall impact of fuel prices and jet fuel price impact and whether that hits the aftermarket.

As you know, we're less susceptible to aftermarket. It's a less -- a smaller part of our overall portfolio going forward. But let me come back and give you a feel for how we're exposed on OE. So 14% of our unit backlog is in the Middle East for customers. But 2/3 of that backlog delivers out in 2030 and beyond. And we have pretty good ability to resequence airplanes in the 12- to 18-month time frame. So I think we'll be okay. We'll manage through that. If someone has some issues, we'll be able to resequence their airplanes.

I have received calls from airline customers letting me know that they're willing to pull forward if there's any opportunity. So I think the overall market dynamic will be okay for us in terms of OE deliveries. It's going to be very dynamic. I think we just need to watch, particularly the flight hour and the services business that's flight hour dependent. That will be the first indicator of any impact in our -- in our aftermarket. I'm encouraged with the near-term performance in our defense aftermarket. So hopefully, as I said in my remarks, we'll see some upside there, probably offset some of the downside if we see it in commercial. And we'll see the relative timing of those ups and downs.

I'm not too worried about it right now. Obviously, the big question is how long is the war last. And I can't answer that. We'll just have to watch it and manage as things happen.

Your next question comes from the line of Ron Epstein from Bank of America.

You both spent a fair amount of time on the call talking about the defense business. I was wondering if we could maybe dig down deeper on the defense portfolio, both in terms of new product sales and in the services business, what you're seeing there? And where are other potential areas of growth that you didn't highlight in your prepared remarks?

Yes, Ron. So I'd put it in 2 categories. One is our product lines and portfolio are very much being utilized in the current war environment. So anytime you see that kind of op tempo, we're going to see service uptick associated with servicing those platforms. And by the way, we're very proud of our platforms. We've got teams of people in the Middle East supporting our customers in very dynamic situation. So we're really proud of those folks as well.

And then you look at the overall -- just I'll say the defense budget increase and I look at our portfolio, and we're really well positioned for that. Let me give you a couple of examples of areas where I think this new defense budget is going to benefit as well. F-47, we see $5 billion in the budget for F-47. KC-46, increase in KC-46 production, $4 billion; F15Ex, $3 billion enhance -- the enhanced Satcom strategic Satcom of $2 billion. So massive increases in weapon systems as well.

And if you look at the backdrop of this, while it is funding new capability, it's really funding additional production of the existing systems, which should be low risk for us. So our focus is really making sure we underwrite this growth properly with the right contract structures. We have our supply chain costs under control so that we get an opportunity here as we see increased production to actually make money on these opportunities.

So that's our focus. I feel like the portfolios well positioned. And there's no doubt that as we look at our 5-year outlook for defense, we're going to see upside from what we had planned last year.

Yes, Ron, maybe just a couple of -- if you look at the first quarter results, the tanker program, the classified programs as well as missile weapons, we expect that to continue to drive growth this year. As a reminder, we're expecting to increase our deliveries on the tanker from around 14% last year to about 19% this year. And then, as you know, on the classified programs, you've got some pretty significant content there.

And going back to Kelly's comments, the beauty of our portfolio is that we participate and have exposure on shorter cycle defense platforms as well as longer term. And business of weapons would be -- we categorize as more shorter cycle and we certainly see some upside over the next few years in that area.

Your next question comes from the line of Myles Walton from Wolfe Research.

Jay, could you speak to the free cash flow profile for the rest of the year, particularly if the second quarter can get close to breakeven? And then is there any free cash flow downside risk on requests for progress payment deferrals, either from Middle East or other carriers? And is there upside free cash flow risk from the Chinese orders if those were to come to pass?

Sure. Let me just take you through the profile first part of your question there, Myles. Just to reiterate the guide in terms of $1 billion to $3 billion for the year, as I mentioned during the prepared remarks, we benefited from some timing as well as the good recovery at BCA. So it's just timing in the year. We are a little bit back-end loaded as you would expect. In the back half of the year, we'll expect to see through advances on the KC-46 program like we have seen in previous years, we'll see a little bit higher weighting towards aircraft BCA deliveries, which will come in with higher delivery payments in the back half of the year.

In the second quarter, specifically, somewhat similar to last year, an outflow but in the range of, say, low hundreds of millions of dollars. So as I mentioned in my prepared remarks, an improvement from where we landed here in the first quarter, continued to ramp throughout the year, and we still feel very confident in that guide.

As far as variability on the upside, we had a really good start at BDS and BGS. You look at the revenue growth there. To the extent that we could continue to have strong growth, have that convert into net income and we can keep a lid on working capital and there could be some upside in those businesses. As you know, we're highly dependent on the BCA delivery profile. So let's -- those are things that we're keeping our eye on. And those -- as Kelly mentioned in his prepared remarks that we're pretty much right on track on those.

As far as experiencing any specific requests, nothing meaningful. I had to get back to Kelly's comments as far as Middle East customers, nothing meaningful in terms of request that would cause right now any variability to our cash flow outlook. So I'm pretty much on track, and we'll monitor obviously throughout the rest of the year, but a very good start to the year.

Our next question comes from the line of Doug Harned from Bernstein.

Kelly, I wanted to go to the 737 and you stabilize production at 42 a month. But I'd like to see what you can say about the process and time line to get to 47 and 52. And I'm highlighting 52 because that had been a challenge in 2018 for Spirit. And now that you're integrating Spirit, what are your thoughts on the timing of these next 2 rate breaks? And where beyond Spirit do you see some potential supply chain challenges?

Yes. Thanks, Doug. So first of all, let me reiterate, we've done a really nice job of stabilizing F-42. That was our plan, and we've done a nice job of that. So the rate increase from 42 will be done by the summer. That's our current plan. And I feel pretty good about that. We still benefit, as you know, from high levels of inventory. So I kind of look at the rate 38 to 42 and then 42 to 47 kind of a similar rate increases. We'll go through the same process that we've gone through in the prior rate increases.

When we go from 47 to 52, there's a couple of important dynamics that are a little bit different. That's where we bring in the North Line, our fifth -- our fourth line of 737 production. We call it the North Line because it's in Everett as opposed to [indiscernible]. We're in the process now, as we talked about in the prepared remarks of bringing that online. The capital is all in place, the facility is ready to go. We're hiring people. We're going to bring those people through the rent in production system so that they get experience in a stable environment. And then we're going to be moving some folks from experienced folks from renting up to Everett.

So we've got to get that and all stabilize and also get the FAA authorization on that line. So that will be happening while we're producing here at 47 a month. And as I've also said, once we burn down inventory and we'll be burning that down, F52 and further rate increases beyond 52, that's where the supply chain needs to be more in line with our production rate. We won't have the levels of inventory that we had. And so continuing to watch the supply chain there. And we have areas that we continue to work will be a focus when we move to that next rate. So hey, let's get to from 42 to 47 here in front of us. And as we've done on this previous rate increases just continue to work the constraints where we see them to allow us to move to the next rate.

Can you say anything about Spirit on this as you integrate?

So Spirit has done fine. We're very pleased with the performance and the rate increases. We do still need to see some improvements in Spirit, but everything is tracking to our plan. And I would say the integration has gone well so far. So things are looking up with our Spirit integration.

Yes, Doug, just some of the quality improvements that I mentioned in my prepared remarks have been enabled by the better quality performance that we've seen coming out of Spirit. From an integration standpoint, we have biweekly meetings with the functional teams and go through the status of those teams and everything is progressing well.

Your next question comes from the line of Seth Seifman from JPMorgan.

I heard the comments earlier on 787. And I'm wondering if we could dig in a little bit deeper there. First on what gives you the confidence in kind of overcoming the supply chain challenges there. It seems like the line in Charleston is doing quite well, but waiting on some suppliers, particularly with seats. And then on the financial profile of the program and bringing in Spirit and we can see some increase in the [indiscernible] during the quarter. But how that moves from here and gets to the kind of healthy financial profile that we're looking for. And then lastly, maybe the long-term opportunity there with the new capacity [indiscernible]?

Okay. Seth, let me talk about production, and I'll have Jay talk about the financial performance. So as you commented, we've done a good job of stabilizing as we've moved from 5 to 7 to 8 per month. A good example in this case, rework has improved significantly in the final assembly line, 25% improvement year-on-year. We have, as we've talked about throughout the past year, we've been struggling with getting the seat certifications complete for the new cabin configuration. So if it's a new -- a new seating configuration typically with doors. This has been an area that we've struggled. It has less impact on our factory production because we can essentially build the airplanes, it's that we can't deliver them.

And so we've got a fair number of 787s that are held up that are actually built that are held up now to get seat certifications. So this is something we're just kind of getting the pig through the python. We've got to work to get this done. I don't see any showstoppers in these certifications, but it's just taking longer than we anticipated.

In terms of the supply chain, other supply chain performance, it's been a tough quarter in terms of engine deliveries for us. They've fallen behind a little bit. We do have a recovery plan on engines. So we've got to stay on that recovery plan to allow us to get to the next increase to attend later on in the year. So it is a little bit different scenario than on 737 because we don't have the inventory level. So we have resources for deployed in our supply chain where we have constraints. And that's not unusual. We'll continue to do that, help the suppliers where they have issues, resolve those issues to support our rate increases. So a lot of work yet ahead. I think getting these -- some of these near-term seats are behind us and will unlock our delivery.

And as Jay said in his prepared remarks, we're still -- there's no change in our forecast in terms of number of aircraft delivery in the full year. It's going to be -- I wish it was a little more linear than what it is, but we're working through those issues.

As far as the financial profile and deferred production, Seth, we had a cost base extension. So we added to the block, which is a good thing at higher margin additions to the block, it will take us maybe a year or so to stabilize that and start working it back down. But all good news in terms of improving financial profile in that profile -- in that program.

Your next question comes from the line of Peter Arment from Baird.

Kelly and Jay, a nice way to start the year. Kelly, on the 777X, you mentioned the FAA last month cleared Boeing to continue to kind of advance the program in this fourth phase out of the total 5. Can you maybe update us on your thinking on how this current certification phase and what is -- what milestones any investor should be kind of tracking? And then just related long term just given the complications that you've seen on seating and everything else, Any reason to think the production system here couldn't deliver at a much higher rate than what it's averaged in the last 8 years of [indiscernible] aircraft a month. Just trying to get a better handle on the long term, just given the program delays and kind of the wide-body replenishment cycle that you guys kind of see out there.

Okay. Well, let's talk about the certification first important. So we continue to make progress on the certification. I guess a couple of milestones. We got the TIA-4A authorization, which was not a super large package, but it was really an important package because it had the icing, and we want to get that de-icing done while there's still ice available in Alaska. So that was a really good important one for us to get so that we don't have to search for weather.

The next one will be TIA-4B. We're expecting that very soon and that's a pretty large package. So I think watch for that milestone, achieving 4B will be important for us to continue the flight test. As you -- as I've talked about, we had the engine issue that we identified. GE's got a fix that they're working for that. And so that's not impacting our flight test 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 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 his question was around...

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.

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.

Your next question comes from the line of Noah Poponak from Goldman Sachs.

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 could 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 are 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 and what some of the key pieces are?

Sure. Again, Noah, first things first, let's get to 10. It's a bogey that's been out there for quite some time. And so we got to first get to that before we can go beyond it. But again, the building blocks, whether it's 10 or even beyond that are pretty much the same. A lot of it depends on the BCA recovery. And first things first, as Kelly mentioned during his prepared remarks, is achieving certifications on 737 variants as well as 777X program. And so we're on track to do that. That helps us enable the higher production rates. And Kelly just talked about what our path is for rates -- as an example, on the [indiscernible] 47 into 52. And so we have -- that is a significant enabler to these types of cash flows we're talking about.

When you think about that for a second, these delivery profiles, in the first -- or in January, on the fourth quarter call, I talked about these drags that we're bringing our cash flow down and weighing it down. With the increased production rates enable us to do is burn that off. At the same time, you get the compounding benefit of stepping into the higher-priced backlog. And a third compounding element to that is with the higher volumes, you're also going to see cost reduction through absorption and productivity. So all those elements together are really driven by our ability and the timing of which we drive to these higher production rates.

Beyond BCA, you've got BGS recovery, and they've done a good job. You see here in the quarter. They delivered 3.1% on the margins, so we're on the right track and our march towards high single digit. The way I look at that business, I spent a fair amount of time talking about what I've seen thus far. And to me, I kind of simplify it into 3 elements, which I refer to as the 3 Ps: performance, process and price discipline. And I think Steve Parker and his team are employing that exactly right now as they march up to this high single digit.

And then the last piece of it is BGS and their continued march up. They're performing exceptionally well through any environment and continue to drive growth there. So those are the 3. It's a question of timing, whether it's 10 and beyond that. But this is all underpinned by a nearly $700 billion backlog that Kelly mentioned. We talked about kind of perturbations that can occur, but it's such a strong backlog that we have the flexibility to manage these rates and still deliver on them. So it's up to us as a management team, obviously, to execute, but it's all sitting there in front of us, and we're confident that we can deliver that.

Do you see 1Q as the low watermark for the BDS margin for the year?

It's in that ballpark. I think for the year, it could -- yes, I mean it could be a little bit better kind of think about 3.5% for the year. So I would slight better from here on out.

Your next question comes from the line of John Godyn from Citi.

I wanted to maybe just ask about BCA margins, the trajectory from here. We've gotten a lot of interesting commentary on the call on 787, 737 delivery production outlook, certification trends. But intra-quarter, it felt like there was a couple of chances where you guys wanted to just level set people on BCA margins. So I wanted to just ask a question where perhaps we could kind of get it in one place. BCA margins this year or next year, kind of how do you see the play-by-play evolution with so much going on with the 737 and the 787?

Yes. Thanks, John. Let me just baseline you, again, in the quarter, BCA had 6.1% margin, 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 the next 18 months or less, a solid path to get back to positive booking margins on that program.

Your next question comes from the line of David Strauss from Wells Fargo.

Kelly, 2 quick questions. First, I guess on Spirit, I think, Jay, you've talked about a kind of cash drag from Spirit this year. How do you see that progressing in the '27. That's the first one. And then 777X changing corporation, I hear a change in corporation sounds a bit scary based on past history when we hear a change in corporation. What exactly -- what exactly is involved in terms of change in corporation and how many aircraft kind of built aircraft are we potentially looking at where there -- change in corporation is going to be necessary?

Let me start with the change in corp. So we've -- what change in corp is basically for the airplanes that we have built to incorporate all the changes that have happened since they've been built. So things that result from the certification program, things that happen as a result of productivity improvements or process improvements. So we go back in and we incorporate all those changes before we make the delivery. So it is a pretty massive activity that we have underway. We've got a dedicated team within BCA focused specifically on the change in corporation of the airplane.

So we've got roughly 30 777s that will go through this change in corp process over several years.

On your question on Spirit, this year, we talked about $1 billion of negative cash from Spirit partly due to just operating performance and the other part being related to CapEx. As we head into next year, probably similar types. And then beyond next year, we'll start to see that improve with the benefit of performance and productivity as well as synergy capture. So that's the way to think about it, David.

Okay. And Kelly, are there any major in terms of that change in corp? Is it structural, software, kind of any color on kind of the big things that need to be done?

Yes. The answer to that is yes. And actually, it depends on when the airplane was built. The older the airplane, the more change in corporation and in the more structural related changes that are needed and they'll take longer. The newer the airplane, the more it's likely more minor upgrades. And each -- actually, each airplane has a different change in corp work scope. So that's what the team is doing right now, is going through defining the statement of work. We're actually going to bring all those airplanes down to a common configuration level and then incorporate the changes, we think that's going to be the most efficient way.

Now this isn't new, David. This is something we've always planned. It's a part of the production process. Unfortunately, when you build the airplanes early to get all the learning, but then in order to make the final delivery, we do have to bring them all up to the latest configuration. So it's in our -- it's in our EAC. It's in our operating plan, and we're in the early stages of that change in corp effort.

Rob, we have time for 1 more analyst question.

Your final question comes from the line of Gautam Khanna from TD Cowen.

I wanted to just -- you touched a little bit about demand and no erosion in demand yet. I'm curious if you could just talk about the big order campaigns you're pursuing on the BCA side. I know we talked a little bit about the China order, but how big could that be? When did it happen? And what are your expectations for kind of airplane orders this year?

Well, let me specifically address the China order. I think that's 100% dependent on the U.S.-China negotiations and relations. As you know, there's a big summit coming up with between Trump and Xi. I'm highly confident that, that will result if there's an agreement at the country level, as I said in my comments, I'm highly confident that, that will include some aircraft orders. President Trump has been very focused on supporting us in international campaigns, and he's been very successful in doing that. So I think that's a meaningful opportunity for us. I'm not going to give you the number of airplanes, but it's a big number.

And that completes The Boeing Company's First Quarter 2026 Earnings Conference Call. Thank you for joining.

Malave with us today, CFO, Executive Vice President of The Boeing Company. So Jay, thank you for coming.

Thank you Ron. Thanks for having me here. Happy to be here.

Yes. That's great having you here. So maybe to quickly start off this sort of a big broad question I ask everybody, how's business?

The business, I think, is doing quite well. 2025, and it's just a big picture was a good year for The Boeing Company. It was one, I'd say, foundational, while at the same time, a year of pretty significant progress in the company's recovery.

And you take a step back and maybe you just go around the portfolio for a second. BCA coming off of 2024, we had a work stoppage and it was really unclear in terms of what we'd be able to achieve from a delivery standpoint, a production standpoint. And the company delivered -- BCA delivered 600 aircraft last year, which was the highest since 2018. So they also had, besides kind of just putting together a solid framework and production cadence, they actually were increasing rates at the same time last year, too.

And the company put together a pretty strong and followed it a quality and safety plan and was methodical about creating stability and maintaining stability in the production system, which enabled it to then increase the rates, which is what we saw. And it really put -- created a springboard for where we are in 2026 and where we're going and beyond. And so they had a very good year.

They also closed the Spirit acquisition, which was no small feat. As you know, integrations are difficult, and we closed that at the end of last year, and then they started in on the integration and have done quite well. We've seen defects come down by 40% here early 2026 relative to what we were performing at even in 2025. So really good performance there at Spirit as well.

We did have to fold in their accounting, which does cause a little bit of pressure on the BCA margins. So for those that have followed us closely, we were expecting to be at least flat or positive margins at BCA this year. That gets pushed out a year to about until 2027. This year will be negative. And in fact, in this quarter, will be negative around 7.5%, 8%.

But even so, the combined business of Spirit and BCA is positioned well to really deliver for the future demand that we have. I mean we think about our backlog, we've got $682 billion of backlog across the entire company, over $560 billion of backlog at BCA. So it's critical that, that part of the value chain works in a synchronized fashion and they're doing so. So really good progress at BCA.

BDS is the same thing. On the whole, BDS really made some good progress. Again, same thing, stability in their developed programs and some of the challenge of programs that have been challenged. Yes, in the fourth quarter, we did get nicked up a little bit on the Tanker program. But on the whole, they made a lot of progress. And again, position themselves to start putting us here a positive margin for 2026. And getting ourselves up that ramp to high single-digit margins that they should be at.

So they're in the right path, Steve Parker has done a nice job there, really stabilizing that business, focusing on the fundamentals, really just program management, integrated product teams and incorporating really across the company, not just BDS, but across the company, things like lean and continuous improvement. And so really seeing good progress there.

And finally, at BGS, they did a -- just clicking along quite nicely, high-teens margins ended the year last year at 18% delivering solid cash flow for us, which is critical given where we are in our recovery. And at the same time, they were part of the disclosed, the divestiture of Jeppeson, which is not easy to do keeping everything going on a day-to-day basis while at the same time executing a divestiture. So they did a nice job there and I give a boost to our cash balance, which is -- puts us in a good place in terms of a margin of safety.

And so all those things taken together, a pretty good -- pretty strong year and sets us up well. The one blemish, if you will, we had last year was on development programs at BCA. We had to reset the schedules on the 737-7 and -10. We had to reset the schedule in the third quarter on the 777-X. or -9 program. But the good thing there is that we put those now on the right schedule. The reset was while painful, now puts us in a position that we can execute, too, and perform, too, on that schedule, and we are performing exactly to those schedules today as we speak.

So '25 is a good set up into '26, and we're moving forward.

So maybe for lack of better expression, double click on Spirit for a moment. When you guys closed and brought it in, what did you find that was surprising? What had changed in the years when it was not part of Boeing anymore?

Yes. Well, the company had embarked on diversification. So it became a little less -- or tried to become a little bit less Boeing focused. In that there was an impact in performance there among a number of other issues. The good thing there is that our team, our production team and our supply chain team was able to get in there earlier than the close just as in a supplier and purchaser relationship. And so we were able to get, I think, an early start on quality performance. I think the team did a really, really good job there setting it up. And that's now resulted in the performance we're seeing today much, much better.

From a surprise standpoint, you don't get access to all the information until you actually close. And so there was cost that was -- they were -- their cost was higher than the price that they were getting from us. And so we had to reset the margins at BCA as a result. But again, that's a short-term headwind. I think that we'll be able to work through that.

When you think about longer-term cash flows, that really won't get in the way of us being able to generate the types of cash flows we've talked about in the past with both -- with you as well as with investors. And so I think those are the 2 primary things. Really focused on execution there for all of our customers, not just the Boeing commercial programs, but our defense customers as well as our aftermarket customers is important. And we're seeing some good trends there.

That's great. And then in 4Q, there was a lot of progress made throughout the year. As outsiders looking in, what should we be looking for to kind of give us confidence? What gives you confidence that, that performance is going to continue into this upcoming year?

Yes. For us, it's -- I'll take it maybe into different pieces on -- just in general, you're saying, right?

Yes.

On the production side, it's really following our production rollouts as well as our deliveries from time to time and how things shake out. And when you look at our production cadence, the deliveries may vary from month to month, but our production rollouts are -- have been pretty steady. And that's the important aspect of the production, particularly in the factory. And so we're seeing good performance there.

As we said, we're not going to increase rates before we're ready. And so we're going to stick to the safety and quality plan that we put in place. We need to see stability. We need to see the metrics perform, and we have -- those 6 KPIs. They haven't changed. We'll follow those KPIs and let the data follow our decision-making there. So I think that's one area that's how we're performing against the KPIs and how we're performing and the production system as in general.

As we -- on the development programs, it's really completing where we are on the 3 programs is just various levels of flight testing. And where do we stand on those? Are completing the flight testing on the time line that we had laid out? Are we in a position to be able to submit the information that the FFA requires so they can perform their analysis and provide the necessary approvals for that. So those are ongoing as well. Those are I think are going pretty well. We can talk about that in more detail.

But it's really monitoring those progress. I think quarter-to-quarter as we report results, we have been and we will continue to do, just to give you the color on where production is and where we are in our development programs, where we are on the programs in BDS from a recovery standpoint. And you'll get to see the BGS financials every quarter to see how they're tracking from a growth standpoint.

Got you. How is the about Everett 737 line...

It's going well, actually. Kelly and I were there last week. We did a tour of the line, the tooling and equipment is in place. We're going through training. Our employees are being trained in the Renton factory, and that's ongoing. That's been going -- happening for a few months now. So we expect that we'll start our first aircraft building here in the summer. And we're -- so everything is right on track there. The stands are in place. The line is ready to go. It's going to be an exact replica of Renton lines. So there'll be no change for those employees, and we have some employees that are going to be coming in from Renton. We have some employees that will be coming in from our Moses Lake factory and some new employees that we're training up today. So it will be a mix of experienced employees that will work in tandem with all the employees.

And so we're excited about that. It provides not only just the ability to increase our rate, but also provides resiliency in the production system because now we'll have 2 sites producing and delivering a 737. So very excited about that.

And as outsiders, when would we expect that line to be sort of at a normalized cadence, right?

Well, it will take us a few years. We'll start this year on our first build. It will take us a number of months because of it is kind of the first aircraft and we'll induct the second aircraft. So sometime next year, we'll bump up to a rate too, and it will go from there. But again, it's going to be no different than any other our factories, follow the metrics, make sure the performance is following the safety and quality plan. And whenever we're ready to increase rates in Everett we will.

The way it's set up is, Renton will be rate 47 capable and anything above 47 will be in Everett. So it will be a great enabler to these increasing rates.

Got you. Got you. And then just you think about the MAX 7 and MAX 10 certification targets and things seem to be in line. What remaining test items have to happen? And again, what should we be monitoring to kind of feel good that things are going the right way.

Yes. I mean, well, the good news on that program is that we have all of the flight testing envelope has been approved by the FAA. So it's a matter of completing the flight testing. There are remaining things, things like autopilot with the engine anti-ice solution that we implemented last year has to go through the flight testing program as well.

Advanced angle-of-attack. There's a number of aircraft systems and capabilities and functions that will have to be tested, but we expect to be complete with that sometime this summer. We'll be in a position, we'll be able to provide the appropriate documents and paperwork for the FAA for them to do their analysis upon. So that's tracking really well.

There'll also be some reviews related to what I call is the engineering process reviews to validate that your validation program ties all the way back to your original requirements. And that will take place later this year as well. So we're still on track to have these aircraft certified towards the second half of this year, and we'll start delivering next year.

That's great. And then, how is the 777X going? And what milestones should we be looking for? And how should we think about longer-term demand and build rates for that airplane?

Yes. It's a similar case. It's not as far along as 737, but it's still on the right pace. We discussed and disclosed in the fourth quarter call in January, that we had approval for the TIA 3 which was the next big phase of flight testing. There are 2 more that need we need to get approval for. And we're waiting for the next one very shortly here.

We -- flight testing is ongoing. So it's not like we're paused in any way. We have a number of flight test assets that can handle or configured for the different flight test program approvals that the FAA gives us so that we can run all of these programs concurrently.

So like I said, this is a little bit behind from a certification standpoint than 737, -7 and -10, but we're on the right path. And as we mentioned, when we reset the program in the third quarter of '25, we expect it to get certified and start delivering aircraft in 2027, we're still on that framework. So again, it's similar milestones to the 737. Where are you in your approvals for flight test program? And where are you actually on the flight test program? And again, we're pretty much on track there.

And then when we think about it, if you can, longer-term potential build rates for the program...

Yes. Longer term, we'll be running up to about 5 per month. There's discussion about potentially taking that higher, but for the time being, we're right around 5, and that's something that we've been able to demonstrate for the legacy 777 program. So there's a fair amount of demand. We've got over 500 aircraft in the backlog. There continues to be demand. We took a lot of significant orders last year. And it's excellent aircraft. So there still continues to be a lot of interest there. We expect there to be more orders.

Got you. Got you. And then in 2026, how should we think about aircraft coming out of inventory versus aircraft coming off the line? I guess from an outsider looking in, when will we -- there'll be a tighter correlation between actual rollouts of the line to deliveries versus things coming out of the second factory.

Yes, this year it gets a lot closer. And you think about last year, maybe take a step back last year, and I'll compare it to this year. Last year, on the 737, we delivered 447 aircraft. About 50 of those came from aircraft that have been built prior to 2023. So it's a fair amount that had to do some completion work. But that really bolstered the delivery framework because we weren't producing at that level.

On the 787, we delivered 88 aircraft and similar type of story at about 15 in that ballpark of aircraft that delivered out of inventory. So what was coming out of production wasn't at the rate of delivery. This year, for the most part, does catch up. When you look at 737, we expect around 500 aircraft this year, and that's supported by the 42 rate as well as we're expecting to go to 47 sometime midyear on that program.

In addition, we are building another 30, 737-10s for delivery in 2027 once that gets certified. So actually, build will exceed deliveries this year on the 737 program. Let me just stop here on that program for the moment. Because last week, I think it was reported that we had paused delivery on 737 due to a internal notice of escape related to wiring in our -- one of our facilities.

Since that time, our team went through the investigation to that analysis. They also presented that and worked with the FAA. And they -- what's come out of that is we've got about a population about 25 aircraft that are impacted by that. So they will have to go -- undergo some level of rework.

But you're talking around 3 days of rework, so not a significant amount of rework on those aircraft. We have resumed deliveries as of last week. So towards end of the last week, we're able to resume deliveries of aircraft. And so the impact here is really one of timing. We'll see about 10 aircraft. We are expecting about to deliver around 120, 737s in the first quarter. So we'll slip about 10 of those deliveries into the second quarter.

So fairly limited in the grand scheme of things, that will put a little bit of pressure on cash flow in the quarter. I talked about cash flow being similar to what it was last year, maybe a couple of hundred million dollars worse than last year as a result. But at the end of the day, we'll get those aircraft back delivered here in the second quarter. Really no change to our factory production really didn't change. It continued. It was not a safety of flight issue at all. And again, we worked out with the FAA. And we fully expect that will change rate to 47.

Like I said around this -- around midyear, the team is actually working through an earlier date than that. But we're kind of for purposes of conservatism, I'm around midyear. And we're still expecting to deliver over 500 aircraft. So really not much change at all. It's something that the team worked through.

And frankly, I'm proud in terms of how they approached it really using the lean and continuous improvement tools, go down root cause, corrective action, understand the population affected besides getting to the corrective action, determining what you can do to using continuous improvement parlance mistakeproof. So how can you prevent something like this happening? Do a read across on other types of systems and machines so that you don't see a reoccurrence of this.

So I think that the BCA did all the right things around this and the impact is fairly limited.

Can you speak to how it was just noticed in the first place? Like what in the quality system said, hey, you know what, we have an issue here...

Well, they observed some mix in some of the wiring. And that traced back to a machine that was -- that had -- just didn't have the right calibration settings. And so they have to go back and trace back the root cause of the setting changes. So -- but in the meantime, what they've done is really taking those machines offline and you're able to manually do this. And so they've been doing it manually.

Got it. And then maybe just while we're talking about production. In South Carolina, how are things going with 787?

Yes. Thank you for asking the question. 787, again it's -- the rollouts have been pretty good actually for January and February the deliveries have been a little bit lighter. We've delivered about aircraft quarter-to-date, which is lighter. We were expecting to deliver anywhere about 20 aircraft in the quarter. So we expect that to be closer to maybe 15, maybe one or two better or worse in that ballpark.

And that's mostly related to Seating certifications. Kelly talked about that in the fourth quarter call in January. And we're still paced by some of these certifications that we're working through. Again, the build is happening. So we're really not changing the production cadence. The factory has been really, for the most part, unaffected there. And so we continue to expect that we'll deliver 90 to 100 aircraft this year as well there. So for that program, it's a timing issue as well.

And a little bit lighter in the first quarter, but we'll catch that up.

Got it. And what we've heard is the front-end interior seats cert issue?

Yes, the premium seating has been challenging. Those are very strict, rigorous types of certifications and you wouldn't ordinarily think so, but they are. They're difficult to get through and airlines I'd like to have the specific unique configuration, which they view as a differentiating selling point to their customers. And so we have to work through those.

Maybe changing gears a little bit to the defense business. We're going to see potentially another large uplift in the U.S. defense spending in fiscal '27. How that look for you guys? I mean, what kind of opportunities are you looking for there?

Well, the business coming into this year was very strong. As I mentioned, we had record backlogs. They had a record backlog of $85 billion coming across a business that's generating about $27 billion of revenue. So you've got multiple years already in the backlog and you're looking at potentially more upside. The team recently announced that they had reached an agreement with the Department of War related to PAC-3 intercept, our seeker there. And I think the team is committed. And they got ahead of it. They have made some investments on the production system on that program earlier.

So that enables them to ramp up a little quicker than they otherwise would have on that program. So they're doing quite well. And the demand is pretty much robust. We're having a lot of dialogue with customers on our -- mainly the U.S. DOW customer on the platforms as well. Things like the tanker program. And yes, we have to kind of work through these lots in prior contracts. But we're in a position where we'll have much better contracts and much better demand on that tanker program as well.

So there's just quite a bit happening. There's demand on the helicopters. And as you know, Ron, a significant amount of activity in space. And our team has a very good business there. And so we're positioned quite well to participate in these higher budgets. For us, it's execution. We got a backlog now. Execute on that backlog. And make sure we earn the right to bring in additional business.

Any thoughts on F/A-XX, what could happen there?

I would be speculating, Ron. We're awaiting that. That's been on and off, on and off. You hear different things on that program. We got to follow the customer's lead on that. And look, we feel that we submitted a fabulous compelling proposal to the customer, both technically, commercially, while at the same time, protecting the Boeing shareholder. But that's ultimately a decision they got to make on a time line -- their time line. And that's not something that we necessarily have much of a say on.

Got you. Got you. And then one question that kind of comes up all the time. How should investors be thinking about potential incremental charges in the defense business?

Yes. That's been, I think, the running -- I don't know if it's a joke or running fear, Jay Malave is going to come in and do a bunch of EAC reviews and we're going to have whole bunch of charges pop out left and right. What I could say is that, starting in January, I was able to get access to the defense businesses and many of the programs. And I've had a number of reviews, and it's not just financials, it's strategy, it's capability. How is that capability relevant today? How will that capability relevant tomorrow? How can you enhance it? What type of modifications and what's the investments necessary for that?

So its much strategic as it is financial. But just on the financial, because I think that's really where your question is, is I've had a chance to review a number of the EACs. And while we do have improvement in those EACs, they're very achievable. I'm very comfortable the team has the right assumptions in there. They've got the right performance baselines. There's sound reasoning for the assumptions that they have in those EACs.

And so like Kelly said, you can never say never -- charges, but I don't see anything imminent. I think the team has done a good job of estimating and are doing a good job of staying on track to the estimates, the improvement plans that they have in those EACs. So I don't see anything imminent. We'll continue. Look, I do ongoing reviews on the commercial side, I'll be doing ongoing reviews on the defense side just to see how we're doing, but there's nothing that, that comes to mind that worries me.

That's great. How's supply chain? I mean are there pinch points? How are you managing that? And can the supply chain currently support the ramp that you have in front of you?

Yes. I think in the short term, the answer to that is yes. We're going from -- let's just start with BCA and the 737. We're going from 42 in our next rate change would be going to 47. I think that supply chain is very well positioned to support that change pretty much across the board. We have ample number of fuselages. We have an ample number of engines to support that.

As you start going beyond 47 to 52, it starts getting a little bit tighter. And there's areas that we have we're watching. I mean, engines is an obvious area where there's that tension between aftermarket and original equipment demand that with a limited supply. And ultimately, that's something that we watch, and we have a very good relationship with our engine provider, and they do a good job of keeping us informed.

And so I think that's -- they continue to make progress, and we'll just continue to monitor that. And so I think that's the primary one probably on narrowbody. On the wide-bodies, as you know we've talked about some of these seating certifications that we're dealing with on the 787. There's also been some issues here and there on just on some interiors and from a quality standpoint. So quality needs to get better so that we can improve the delivery and we're going to go from 8 to 10 on the 787 this year. That will be probably in the back half of the year is our expectation there.

And again, I think when we go from, say, 10 to 12 in future years, that will be something that we'll have to keep an eye on same thing. I think that we'll have to keep an eye on the interiors and probably engines as well.

And then maybe back on 78, should we be thinking about 78 freighter as a potential replacement for the 67?

It's possible. It's under consideration. The team considers it. I mean right now, look, we've got enough on our plate to deal with. And then the investment there is not insignificant. It's not -- it's not easy. So it's not something you can just do on a side. But yes, it's under consideration.

Yes. Interesting. What's the aircraft pricing environment look like?

The pricing environment, I'm going to take that question back to the question that you asked Kelly in the fourth quarter call. And you asked the question more in the context of just profitability pools and things like that in the industry. And would you change that on a future program. And I agree the way Kelly answered. And I think it's equally applicable to the pricing environment now. And what he said was that, a lot of it comes down to contracting. The risk that you take in your contracting, the terms that you agreed to, and you think about -- you take a step back and you think about The Boeing Company, what we are is we're an aircraft system integrator. And we take a lot of risk associated with being an aircraft system integrator.

And so the contract and the pricing as well as the terms that we agreed to should be commensurate with the risk of that. And so we need to protect ourselves probably better than we have from a risk perspective on the term side and the pricing should be reflective of the risk that we're taking as the integrator.

And so I think we are seeing a better pricing environment and it's reflective, I think, of a move towards that. It's not just being kind of opportunistic because there's minimal slots available. Yes, that's a factor. But I think that we need to be just more prudent in the way we price. And again, like I said, it's got to be more connected to -- correlated to the risk that we take as an integrator.

I mean just maybe double quick on that, because that was a question that I asked. Do you see the industry move in that direction? Because I would argue that I think most investors think that Boeing and your primary competitor don't price enough on the aircraft that you provide?

Well, I can't speak for others. I can only speak about what we're doing. And I really -- I believe -- I'm really again impressed with BCA, what Stephanie and her team and her sales team are doing in terms of just being more prudent with sales campaigns, being more disciplined, being just using sound reasoning for -- to the extent that we're incorporating changes that customers may or may not have seen in the past. And so just -- it's just logic-based. And so I think that there's just room for that. And so whether or not others are doing, I can't really say. All I can tell you is what we're doing. And I think discipline is an important part of our recovery plan.

Yes. That makes a ton of sense. What are the key building blocks to bridge '25 cash flow to the '26 targets when you think about deliveries, inventory drawdown, working capital?

Yes. I mean you look at a big picture, you go from '25 to '26 and BCA deliveries is just a big component. We are increasing deliveries pretty much across the board on the 2 major programs, the 737, 787. So that provides a cash flow boost. We're also getting a benefit from some excess inventory burn down in '26 relative to where we were in '25.

And then timing. I mean this year, we see some timing benefits in terms of new orders that varies from year-to-year, but we're expecting some benefits there, which will give us a little bit of a boost as well. And so some pretty solid contribution out of BCA. And then you've got BDS with the profitability improvement, we'll continue to see a contribution from them as well. So they're shifting from a business that over the past 3 years have been pretty much negative cash flow to a business that will be breakeven to positive cash flow fairly quickly here. So they're on the right path. Just the cash flow will follow the profitability path for them as well.

And then on BGS, just kind of clicking along. Just continue to grow and drive some cash flow. So those are all the positives that we'll see in cash flow. Some of the kind of headwinds or offsets that we'll see negatives, we do have negative cash flow, higher negative cash flow on the 777X program this year. We still are going through a certification program and we're building aircraft to start delivering next year. So that does have a pretty decent sized cash burn to it. We've got higher CapEx this year, about $4 billion of CapEx versus around 3 -- little bit $2.9-ish billion last year. And so we'll see that for this year and next year around those levels around $4 billion.

And so -- and then we have this kind of onetime payment that this DOJ payment that from our settlement and some additional corporate costs that we're dealing with, too. So those are all kind of things that are dragging it back down into this range of 1% to 3%, but I still feel comfortable in that range, given all those moving pieces. So yes, I mean there's a number of items there that are moving around.

When you look at it, and we talked about this on the fourth quarter call in January, when you put aside, and I know, look, actuals are actuals, so you can't necessarily ignore it. But when you put aside some of these temporary issues that we have that are impacting our cash flow, whether it be some of the pricing penalties that we've had, some of these excess advantages that we've got to work through and where we're going in terms of the aircraft build on 777.

Once we get ourselves, fully delivering get ourselves on the increasing rates, it's all temporary. That will all burn off and the types of cash flow that investors have come to expect from The Boeing Company, it's in front of us. It's right there. It's not tomorrow, it's not today, but it's there. And so I'm very confident that's going to happen as long as we execute.

Okay. How is it going with hiring and retaining employees? Is that stabilized, is it...

Absolutely. You think about that, Ron, maybe 2 to 3 years ago, there was just so much pressure on retaining talent. And it really was all types of skills. It wasn't just technical skills. It was technical, it was factory workers, it was other professionals. It was just difficult to retain talent. Our retention rates are very high this year last year and this year. Part of it is, I think -- I came into the company in August, and I just saw a change really, a level of enthusiasm because employees started to believe that we could recover. And I think that has just grown the momentum there. And I think that as a result, the retention has just been fantastic.

We've got like a 4% acceptance rate for applicants in the company, which you may ask, well then, how did I get in. Yes, it's a good question. We're working on that, but I did get in. But I think big picture, we're doing a good job of retaining our employees, particularly our technical employees on the engineering side as well as on the factory side, we've been able to increase the headcount. We pretty much have the employment levels that we need to deliver at these rate increases.

Now it's a matter of training for those that are new employees. And I think we're doing a very good job there as well. And so turnover -- high turnover has really hasn't been an issue for us for a little while now.

Got you. And how is the relationship with the union kind of now that we're past the...

Yes, everyone moves past that, we move on, and we're all one team. And a lot of our incentive structures and bonus structures across the company are tied to one company scores. And we've just -- everyone's moved past that. And it's all about making The Boeing Company a better company each and every day. And delivering to our customers' requirements.

I was in Renton maybe about 3 weeks ago, just talking to the team who's going through the training and the Executive was going to manage the Everett line, the North Line. The way she explained is like, look, I'm not your boss, this aircraft is your boss. And we need to do what it takes to make sure that we take care of that aircraft. It's a great way of articulating what we're trying to accomplish.

And the Boeing employee -- Boeing employees have bought into that. So we're seeing some really progress and -- like I said, better performance.

Maybe switching gears a little bit. You guys [ envisaged ] the portfolio some, would we expect any more portfolio management in terms of the assets you guys have?

Well, I think it's good corporate hygiene to always look at the portfolio and we will do that. We will continue to look at the portfolio and determine whether or not there's things that should be pruned or things that should be added. And so I think that will be an ongoing review. There's nothing imminent that we're looking at. But I think the Board expects the management to give them portfolio reviews, and we do that. So -- but I can't say there's anything to specifically to speak of at the moment.

And then kind of I always wonder about this, as you know, and I think this is a question in the back of people's minds. How are you thinking about new airplane development? And previous regimes around the company said, well, we're not doing that. How would you frame it now?

I would say that there will be a day where we have to enter into a new program. That day is not today, and it's not any time near. But we do think about the technology that's going to be required on a new program. We have dialogues with our suppliers in terms of technology, propulsion technologies is a great example on how something like that will look like, looking at things like new and different types of material properties that you can apply to aircraft. And what type of structures are you going to be looking at.

So there's -- what type of systems, there's so much to look at -- you just can't wake up one day and say, hey, we're going to develop a new aircraft. And all of a sudden, so we're just going to turn the engineering lights on for that. You have to think about the technology beforehand. You have to start technology development. But that in no way means that anything is imminent. So it's unrealistic to say that we'll never develop a new program, we will, at the right time.

But as Kelly has repeatedly say, I wholeheartedly agree with him, there's 3 conditions that need to take place. Number one, the market has to be ready. Number two, the technology has to be ready. And number three, The Boeing Company has to be ready. And none of those 3 are in a place that we believe that would come anywhere close to supporting a launch of a new aircraft.

If you look at the market, we've got overdue aircraft. The customers are just give us what you -- what we've already -- what you've sold to us. We've got a $560-plus billion backlog. We just have to deliver on that. As I mentioned, that technology, there's still just a lot of things, trade studies that have to take place. And there's just a lot -- a fair amount of time that's got pass before our engineers feel anywhere comfortable with settling on any type of configuration around that. So it's very, very kind of just really early.

And then The Boeing Company, I think we spent the last half hour plus talking about what we're doing today in here and now. We have to complete our certification programs to 737-7, 737-10. The 777-X program or 777X program we have to complete as well. And we have to get ourselves to these rates that we've talked about. And none of those conditions are anywhere near ready. We're still going up the recovery path here. So like I said, that day will come, but it's not any time soon.

And then the one business, in the couple of minutes we have left that we just didn't really talk about is the services business. How should we be thinking about that and the growth profile there and how you broadly think about that business?

Yes, it's a good business. It has various aspects to it. It has commercial aftermarket to it and the parts business. It has a defense sustainment to it, both kind of modification work, parts work, some level of even some level of MRO to it there. And there's also distribution businesses where we're providing parts to our suppliers who are then turning those and putting those into a subsystem or a system that supply to us. So it's a pretty diverse business. It's -- in the commercial world its not MRO heavy.

I'm not sure. I think we've dipped our toe in that. And didn't really like it. So I'm not sure that that's something that we would pursue significantly. But it's got a very good place in the marketplace. It even sells third-party proprietary parts and make some margin on that as well. Because it's kind of a one-stop shop, it's easy to come to The Boeing Company and get a bunch of things for -- to fulfill your needs and if you're a commercial airline or an MRO shop.

So we look at it. They're on a great growth project. If you think of where their trajectory, they've got enjoying the commercial supporting OE, commercial aftermarket, a lot happening in military sustainment on a lot of our platforms. And as you know, Ron, these military platforms they get modernized a lot often, and they have to continue to work on those. So it's a good business. And you see it reflected in the growth rates and in the margins.

I think with that, that's pretty much everything I had, Jay.

Well, thank you for your time, Ron. I really appreciate you being up here.

Great. All right. Pleasure.

Thank you for standing by. Good day, everyone, and welcome to The Boeing Company's Fourth Quarter 2025 Earnings Conference Call. [Operator Instructions] Please be advised that today's call is being recorded. The management discussion and slide presentation, plus the analyst question-and-answer session are being broadcast live over the Internet. [Operator Instructions]

At this time, I'm turning the call over to Mr. Eric Hill, Vice President of Investor Relations for opening remarks and introductions. Mr. Hill, please go ahead.

Thank you, and good morning. Welcome to Boeing's quarterly earnings call. With me today are Kelly Ortberg, Boeing's President and Chief Executive Officer; and Jay Malave, Boeing's Executive Vice President and Chief Financial Officer.

This quarter's webcast, earnings release and presentation, which include relevant disclosures and non-GAAP reconciliations are available on our website. Today's discussion includes forward-looking statements that are subject to risks and uncertainties including the ones described in our SEC filings. As always, we will leave time at the end of the call for analyst questions.

With that, I will turn the call over to Kelly Ortberg.

Thanks, Eric. Good morning, everyone. Thanks for joining in today's call. As we start this year, we've set the foundation for our turnaround with stronger performance and record-breaking backlogs across our businesses. We haven't fully turned the corner, but we're making real progress in getting back to the Boeing everyone expects of us.

When we spoke a year ago, we were just in the early stages of our 4-point plan to stabilize our business execute on our development programs, change our culture and build a new future for Boeing. Today, our customers and stakeholders are seeing the difference in how we work together to uphold our commitments and deliver high-quality products and services. Before discussing the work ahead of us and our plan to meet the 2026 goals, I'll first touch on some important accomplishments in the quarter and the year that position us well for moving forward.

In 2025, we methodically increased commercial production guided by our safety and quality plan. This enabled our team to deliver the most commercial airplane since 2018. We delivered 600 airplanes and won more than 1,100 commercial orders for the year, making this 1 of our highest order totals ever, as our portfolio continues to win in the market.

Earlier this month, I joined Alaska Airlines as they announced their largest order ever. This was a clear reminder that our customers place their trust in us with every order, and we must keep earning that trust by delivering safe, high-quality airplanes on time. To do this, the fundamental changes we've made this past year will serve as a base for continuous improvement as we look to increase commercial production.

For example, we've simplified more than 5,100 work instruction documents. These are the instructions that the mechanics and inspectors use each day to do their jobs. These type of activities reduce complexity, support consistent performance and strengthen factory health.

On 737, production is stabilizing at 42 airplanes per month and we're continuing to see improvement in the program as its on-time delivery performance has improved threefold compared with the previous year. We also continued to get positive customer feedback on the quality of the airplane. As we look to move to higher rates, we use the same process as previous rate breaks, monitoring factory health and following our safety and quality plan. For production above 47, we'll add our new North line in Everett, where facility and tooling investments are now complete, and we're executing a deliberate staffing plan to support production there.

In Charleston, the 787 program continues to progress well and is stabilizing at rate 8. I'm pleased with the operational metrics we're seeing in the factory. As an example, during the 2025, the program reduced average rework hours nearly 30% and going forward, as with the 737, we use the same disciplined processes, including monitoring our KPIs to assess readiness for the next planned rate increase to 10 airplanes per month, which is targeted for later this year. As previously announced, we're also investing in the future, breaking ground on our factory expansion to support higher rates and meet the exceptional demand for the 787.

We also made progress in our defense business and scored a transformational win to build the U.S. Air Force sixth generation fighter. Over the past year, we've also focused on reducing the risk profile of our BDS development programs by driving improved performance and leveraging active management to deliver better outcomes for our customer.

In the quarter, our defense business also hit several key milestones. The U.S. Navy's MQ-25 successfully completed its inaugural engine run, moving it closer to first life. We also delivered the first operational T-7A Red Hawk to the U.S. Air Force at Joint Base San Antonio Randolph. These milestones are just a few where our programs are progressing and meeting our customer commitment. Importantly, we also ratified a new 5-year labor agreement with our IAM representative workforce in St. Louis during this past quarter. Our team there is back to work, focusing on delivering and supporting our customers.

Before the year-end, we took another important step forward, supporting our production stability by completing the acquisition of Spirit AeroSystems. Bringing together our companies reinforces our efforts to improve safety and quality throughout our factories, operations and supply chain. There's a lot of work ahead of us with an integration of this magnitude, and we have thoughtful, detailed plans in place to help enable a smooth transition for our new teammates while maintaining continuity for our customers and suppliers.

We also successfully completed the $10.6 billion Jeppesen sale, solidifying our balance sheet while retaining essential digital capabilities for our customers. With the streamlined portfolio, our service business is well positioned to support our global commercial and defense customers.

BGS secured Boeing's largest ever commercial component services deal and our Government Services business received its highest orders ever in 2025, including a contract with the U.S. government in the quarter to support C-17 modernization. BGS also launched a new unified e-commerce platform, which brings together Boeing's distribution portfolios of products and services into 1 streamlined digital destination simplifying how customers and suppliers connect, transact and grow with the company.

Across commercial, defense and services, we've built a strong foundation for the year ahead. And while I'm proud of what we accomplished in 2025, we also know expectations are rising, and we must continue to elevate the performance that we've demonstrated over this past 12 months.

As important, I am pleased with the progress we're making on culture that will ensure these improvements become a critical part of our success and further strengthen trust with our stakeholders. I remain confident in our team and our plan to deliver on the opportunities and address the challenges in front of us in the year ahead, particularly on our development programs.

Past delays to the certification time lines for the new 737 MAX derivative and the 7779 have been challenging, but we are making steady progress in performing than our revised schedule. The 737-10 recently gained Type Inspection [ Authority ] 2 or TIA 2 to expand flight testing. This final TIA opens up the majority of the certification flight testing which is focused on validating the airplane's avionics, propulsion, auto flight capabilities and other airplane function. In addition, as we previously shared, we have a final set of design changes to permanently address the engine NII issues on the 737-7 and -10. We're following the lead of the FAA as we work to certify the suite of design changes. We still anticipate certification for both the 737-7 and -10 in 2026.

On 777-9 in the quarter, we received approval for TIA 3 and continue to perform certification flight test. TIA 3 is a major phase of testing focus on avionics, environmental control systems and the auxiliary power unit. And as I've said before, overall, the aircraft and engine continued to perform well. We have identified a potential durability issue during a recent inspection on the 777X engine, and we're working with GE to better understand that issue and finalize root cause and corrective action. Importantly, as we work through this issue, we continue our certification flight testing, and we don't expect this to impact our delivery in 2027. Demand for the airplane remains strong, and we remain confident that the 777X will be the next flagship airplane for our global customers.

Moving now to KC-46 Tanker. As we came through our quarterly process, we revised cost estimates for elements, including the production support and supply chain, which Jay will cover in more detail. While it's disappointing to recognize another impact on this program, we are seeing encouraging operational performance trends, which, if sustained, shouldn't enable us to meet our customer delivery commitments and set us up well for the next tanker order beyond the current program of record.

You've heard me say you're never done until you're done on any of the development programs, but across defense and commercial, we are making progress, clear eyed on the work remaining and committed to delivering better performance in the year ahead.

As I finished my prepared remarks this morning, I want to thank all of our employees, including our newest teammates from the former Spirit AeroSystems. From our frontline mechanics to our engineers and our management team were all committed to continuous improvement guided by our culture with a sharp focus on safety, quality and performance to deliver for our customers and other stakeholders. We know there's more work ahead in 2026, but the strong foundation we're building by stabilizing the business, executing these development programs building our future and changing our culture will position us to put our recovery behind us and restore Boeing to the company we all know it can be.

With that, I'll now turn it over to Jay to discuss the results in more detail.

Thanks, Kelly, and good morning, everyone. Let's start with the total company financial performance for the quarter. Revenue was $23.9 billion, the highest quarterly total reported since 2018. And Revenue was up 57%, primarily driven by improved operational performance across the business, including higher commercial deliveries and defense volume. Core earnings per share of $9.92 in primarily reflects the $11.83 gain associated with closing the digital aviation solutions divestiture. Free cash flow was positive $375 million, slightly higher than the expectations I shared last month, driven by higher commercial deliveries and working capital that improved compared to both the prior year and the prior quarter.

Turning to BCA on the next page. BCA delivered 160 airplanes in the quarter and 600 for the year, the highest annual total since 2018. Revenue of $11.4 billion and operating margin of negative 5.6% and both improved materially and primarily reflect better operational performance and higher deliveries compared to last year's results that were impacted by the work stoppage. Results also include impacts associated with acquiring Spirit AeroSystems, which impacted segment margins by roughly 1.5 points in the quarter.

BCA booked 336 net orders in the quarter, including 105 737-10 and 5 787-9 airplanes for Alaska Airlines and 65 777-9 airplanes for Emirates. Importantly, BCA booked 1,173 net orders for the year and backlog ended at a record-setting $567 billion that includes over 6,100 airplanes with the 737 and 787 both sold firm into the next decade.

Now let's click down to the commercial programs. Starting with the 737 program, BCA delivered 117 airplanes in the quarter and 447 for the year, in line with expectations shared last month. The factory increased the production rate to 42 per month in the quarter and the program is on course to increase production to 47 later this year. The year ended with 1 737-8 bill prior to 2023, down 5 from the prior quarter. and we expect to deliver this final shadow factory airplane in the first quarter. On the -7 and -10, inventory levels were stable at approximately 35 airplanes. As Kelly said, we received approval from the FAA in the quarter to begin the final phase of 737-10 certification flight testing and continue to partner closely on a certification path for these programs including the engine anti-ice solution set.

On the 787, we delivered 27 airplanes in the quarter and 88% for the year. During the quarter, the program completed a successful Capstone review and is continuing to make good progress, stabilizing at the new production rate of 8 per month. The year ended with approximately 5 airplanes in inventory that were built prior to 2023, down 5% from last quarter. We still expect to deliver the remaining airplanes in 2026 and which is aligned with our customers' fleet plans. Importantly, the 787 recorded 395 net orders in 2025, the program's highest annual order total which highlights the market-leading capabilities that the Dreamliner will continue to deliver to our customers for decades to come.

Finally, on the 777X, as Kelly mentioned, we continue to make progress on 777-9 certification flight testing. 777X inventory spend in 2025 finished at nearly $3.5 billion, in line with expectations. 777X booked 202 orders in 2025 and the second highest annual total since the program's launch, underscoring the trust that our customers have placed in this game-changing widebody family as well as our team that's building it.

All right, let's shift over to BDS on the next page. PDS delivered 37 aircraft in the quarter, and revenue grew 37% to $7.4 billion on improved operational performance and higher volume. Operating margin of negative 6.8% improved significantly compared to last year and also reflects the better operating performance across the business. This improvement was tempered by $565 million loss on the KC-46A tanker, which I'll address further in a moment.

BDS booked $15 million in orders during the quarter, including awards for 15 KC-46A Tankers from the U.S. Air Force and 96 Apaches from Poland both contributing to backlog that grew to a record $85 billion. Overall, we continue to make progress stabilizing our fixed price development programs, even with the cost updates on a few programs this quarter, including the tanker adjustment.

As Kelly mentioned, the tanker adjustment was driven by higher BCA production support and other allocated costs in the Everett facility as well as higher estimated supply chain costs, including Spirit. The added production support costs include keeping higher levels of quality and engineering support in the factory, which are a key part of driving improvement. For example, as compared to the first half of the year, we saw average factory rework levels decrease by 20% in the fourth quarter. So while these investments are starting to evidence progress, we need to sustain them for longer than previously planned should promote stability.

Across these fixed-price development programs, we continue to see benefits from our active management approach in retiring risk and developing win-win opportunities with our customers. We remain focused on delivering these important capabilities and achieved several important milestones in the quarter. In addition to the highlights Kelly referenced on T7A and MQ-25, we also partnered with NASA to modify the commercial crew contract to better align our long-term objectives. The remainder of the portfolio continues to benefit from increased demand supported by the global threat environment.

Performance on these programs continue to reflect the operational improvement that began earlier this year. For example, on the PAC-3 seeker program, over the course of 2025, the team was able to increase output by 33%, enabled by prior investments in capacity and a focus on lean to drive more efficient production. Overall, the defense portfolio is well positioned for the future, as evidenced by our record backlog, and we still expect the business to return to historical performance levels as we continue to drive execution and transition to new contracts with tighter underwriting standards.

Moving to Global Services on the next page. PGS continued to perform well, again delivering strong financial results in the quarter. Revenue was up 2% to $5.2 billion, primarily reflecting improved government volume. Operating margin was abnormally high due to the digital aviation solutions gain. Adjusting the fourth quarter of 2025 and 2024, for digital aviation solutions, adjusted revenue of $5.1 billion grew 6% and adjusted operating margin was 18.6%. On the same basis, both our commercial and government businesses again delivered double-digit margins in the quarter.

BGS is driving a keen focus on continuous improvement. For example, on the C-17 sustainment program, the team achieved an 18% flow reduction over the course of 2025 as a result of nearly 200 discrete projects generated by the team, a key enabler of improved customer satisfaction. PGS also received $10 billion of orders in the quarter, and an annual high of $28 billion in 2025, and the business ended the year with a record backlog of $30 billion.

Shifting over to cash and debt. Cash and marketable securities grew to $29.4 billion, primarily due to $10.6 billion in proceeds associated with closing the digital aviation solutions transaction, partially offset by debt repayment of $3 billion associated with the acquisition of Spirit AeroSystems. The debt balance ended at $54.1 billion, slightly up from last quarter, primarily reflecting the retained Spirit debt. The company also maintains access to $10 billion of revolving credit facilities, all of which remain undrawn. And we remain committed to strengthening the balance sheet and supporting our investment-grade rating.

Okay. Let's shift to full year performance on the next page. Full year revenue was up 34% to $89.5 billion, primarily reflecting the improved operational performance across the business. Core earnings per share of $1.19 was up significantly primarily driven by the $12.47 gain on the Digital Aviation Solutions sale and improved performance. Excluding the impact of the gain, EPS was up $9.10 year-over-year.

Free cash flow was $1.9 billion usage for the year. This was slightly better than expectations shared last month and improved significantly year-on-year, primarily driven by higher commercial deliveries and improved working capital. Our improving cash flow performance in 2025 provides a solid setup to deliver positive free cash flow for the full year in 2026. Let me provide some additional context on our free cash flow outlook.

As we continue turning the corner in 2026, we expect positive free cash flow of $1 billion to $3 billion, aligned with the expectations I shared last month. For clarity, this outlook contemplates an unfavorable impact of roughly $1 billion in 2026 associated with incorporating Spirit. Consistent with the profile we have discussed previously, cash flow is expected to grow year-over-year primarily on higher commercial deliveries, better performance at BDS as that business continues to stabilize and continued steady growth at BGS.

This outlook continues to assume significant capital expenditures for future products and growth, particularly in St. Louis and Charleston. CapEx ramped up over the second half as we expected with nearly $3 billion invested in the business in 2025. These higher investment levels will continue into 2026, and we expect to spend closer to $4 billion this year, including the incorporation of Spirit.

Within 2026, we expect first quarter free cash flow will be a usage similar to first quarter of 2025, driven by normal seasonality. We expect the first half of 2026 to be a use of cash with the second half turning positive and accelerating sequentially. As we have discussed, there are a number of impacts to 2026 free cash flow that we expect to be temporary in nature and improve over time. Let me add a bit of color on each category and highlight the actions required to work through them.

As I just covered, we expect 2026 free cash flow to be between $1 billion and $3 billion. part of where we end up in that range may be influenced by the realized impact of these issues. The most significant impacts are related to the delayed certification and first delivery on the 777X program, as well as the prior delivery delays on the 737 and 787 programs.

On 777X, regarding net cash burn. With first delivery planned for 2027, our production system expenditures will be much higher than the predelivery payments we expect. PDPs for 777X are lower than they otherwise would be, given customers have been paying into a schedule that previously assumed first delivery in 2026. 2026 is planned to be a higher use than 2025 and but we expect the net cash used to improve over the next few years before turning positive in 2029.

Our focus here remains on progressing through flight testing with the FAA. Additionally, and just as importantly, we are making sure the production and delivery system is ready to ramp up to include working through built airplanes that will undergo a systematic change in corporation program.

Regarding the 737 and 787, there are 2 issues both driven by previous delivery delays. The first is customer considerations and the second is excess advances. To be clear, customer considerations for prior delays are not diminishing the pricing levels we are applying to new business Indeed, we are seeking to better manage delay exposure in new contracts with tighter underwriting standards. We expect the impact of these items to improve over the next few years and our path to resolve the impacts of both customer considerations and excess advances is all about production stability and continuous improvement in on-time delivery for our BCA customers.

Partially offsetting these negative impacts on 737 and 787 is the plan to methodically work down selected excess part inventory and complete the final deliveries of previously built 737s and 787s. As we have said, with 737 moving to higher rates, we will address excess inventory on a commodity-by-commodity basis, in order to preserve stability across the supply chain and production system. The next category of legacy issues we have discussed is the cash impact of running off prior BDS charges.

Since 2022, there have been significant charges across the 5 fixed price development programs. We expect sequential improvement from 2025 to 2026 and gradual improvements thereafter. Obviously, this is predicated on successfully completing these programs without taking additional charges and leveraging the active management playbook to continue to derisk these programs.

As a tanker charge this quarter highlights, there remains risk on these programs even if the envelope of risk has been significantly reduced over the last year. Rounding it out, we have the in-year impact of the expected DOJ payment sliding from 2025 to 2026. In addition, to the 2-year spike in CapEx in 2026 and 2027, supporting growth in a stable production system. Our focus as a leadership team will be on closely managing these investments to drive budget and schedule performance.

Adjusting for these impacts would result in high single-digits 2026 free cash flow and highlights the strong underlying cash generation potential of our business. Accordingly, we continue to believe the $10 billion free cash flow mark is very attainable, including impacts of the Spirit acquisition, which aligns with my remarks last month.

Okay, summing it all up. A strong foundation was set in 2025, and we're focused on elevating our performance in 2026 and delivering on the long-term potential of this business.

With that, let's open up the call for questions.

[Operator Instructions] Our first question comes from the line of Myles Walton from Wolf Research.

A lot of detail there today within the context of the cash flow. So maybe I'll start there.

Miles, I'm afraid we lost you.

Can you hear me now?

Yes, I can hear you now.

Please start over the question.

Yes. Apologies. So Jay, a lot of color on the cash flow building blocks to get to that high single-digit x bad guy. Could you just clarify the excess advances in customer considerations, the quantum of those and then the duration by which they normalize? Is that '27, '28 or further out?

Okay. As I mentioned, Myles, again, the total overall quantum goes from low single digit to high single digits. So we know that in the total. I'm not going to give individual breakout on each specific impact, but I'll give you a little bit more of a directional color. What I can tell you is the excess advances coming in from '25 to '26 as well as the considerations at least in 2026, they're generally close to each other, so almost the same impacts. The excess advances over time actually will burn down quicker than what we expect on the consideration. So that will take a little bit longer to burn down on the 737 and 787 considerations.

Again, when you think about this and take a step back, it's pretty much what I said on the prepared remarks, burning this down all is bought the production rates and getting us to the higher production rates over time. One other thing on 777X, even though you didn't ask me, I colored that as well. And again, that will take us a few years. Key thing there is, while it is a higher cash burn this year, it will improve over time with turning positive in 2029.

Similarly with BDS, that -- that's actually coming down and improving from '26 over '25, and that will burn down over time as well. So again, it's all predicated our improvement plan is predicated upon our delivery plans. We've got a very good line of sight, which is why I walked you through this detail. But as things potentially change, these could change as well. And so we'll give you more color.

2026 is a big, big year for us. As Kelly mentioned, we had to get through our certification programs. We also have rate ramp increases as well. as we get the learnings and get informed by those events, that will give us a little bit more ability to really zone in a specific quantification as well as the timing of these. But hopefully, this works for you for now, and then we'll give you more color in the future.

Your next question comes from the line of John Godyn from Citi.

I also wanted to follow up on free cash flow. The conversation, I think, is really focused on normalized free cash flow a few years out. The $10 billion number, Jay, that's not one that you created. And I just wanted to -- as you spend more and more time thinking about this, I wanted to just give you a chance to kind of revisit that. You mentioned a lot of moving parts at the end of the prepared remarks.

But needless to say, if high single digit is like an adjusted starting point at the end with the benefit of substantially higher production rates at the FAA allows, it stands to reason that the normalized free cash flow of years out could be much higher, many billions higher than $10 billion. I know there's a lot there, but I'd love your take.

Thanks, John. Well, let me just start, say first things first. And the first order of business is getting ourselves to this $10 billion, which I believe we are absolutely on the right track. You're right, John. I mentioned -- I think the term I actually used was very attainable in December, and I'm repeating that again today. I went through this in the fourth quarter. I'm very comfortable with our ability to achieve $10 billion.

Again, it's a little bit of a repeatable sequence of events, but we have to get through the certification programs, we have to ramp up on our BCA production rates, we need to see the improving performance at BDS related to our margin profile as well as burning off the prior charges and then continued performance at BGS.

Again, on an adjusted basis, when you look at BGS this past year, they delivered 6% organic growth. as well as 18% plus margins. We expect that to continue as well and be a contributor to cash flow. So if you're asking me, can we be above 10%, I think the potential of our cash flow at supports to be above 10%. The first things first, let's get to 10%, and we'll talk about how we go from there.

Your next question comes from the line of Doug Harned from Bernstein.

When you look at the production ramps that you're focused on, I'd like to understand a little bit more about where you see the bottlenecks when you're going to 47 to 52 on 737 when you're getting to 10 and then ultimately to 12 and 14, I mean what are the hardest breaks to get to? And what are the biggest challenges? And I wanted to highlight 1 because if I look at back in 2018, when the rate increase was going to 52, Spirit had some very significant issues getting there. And so perhaps we could also address what you may be doing to ensure you don't have those kinds of issues again with Spirit?

Yes, Doug, let me start and break that down. Let's start with the 737 MAX program. As you know, we've gone from rate 38 to 42 as we said. Just to give you a little bit of color, that's actually gone really well. The KPIs look really good. We achieved that effective rate in November and December on the 737 line. Now recognize that November and December heavy holiday months. So now we'll be coming into a more wholesome full months and we need to continue to see stability. But so far, so good.

And as I said, the good news is the KPI still look good. So no deterioration there. Supply chain on that ramp, not a big issue for us right now. and we projected that. As you know, we've got a lot of inventory there. And I actually don't think supply chain is going to be a big challenge for us in the next rate ramp from 42 to 47. But that's where we start to normalize with the supply base in terms of burning off the excess inventory. And as we've said, going from 47 then to 52, that will be where we'll have to see improved performance from the supply chain. And we've got time we're working that diligently with the supply chain.

Right now, nothing says we can't do that, but a lot of work yet ahead of us. And again, I think the will be a tougher rate ramp to go from 47 to 52 than say it was to go from 38 to 42 because of that inventory level.

You mentioned Spirit, so I'll address that right now. You're right in that spirit. We're going to need to continue to invest in the capacity growth from Spirit. I think this is one of the big thesis and underwrites why we made the acquisition so that we can guide that ramp and help them move forward. I think if they had continued in a distressed environment, I think that risk would have been significantly higher than our ability to go manage that. But that, like the rest of the supply chain moving to that rate, Spirit has some work to do, and we've got a plan to go accomplish that.

If I switch to 787, as you know, we don't have the large inventory levels there on 87. That is more normalized with the supply chain. And we're working to stabilize at this rate 8 now. And our plan, as we said, is to go to rate 10 here in the next year. There's no particular supply chain constraint that I see there. We still are dealing with and seat issues, that's less of a constraint to our production output, but more of an issue with deliveries. And so particularly for airlines that are taking a new seat configuration that requires a new certification baseline. Those have typically been tough to get through the certain programs, both with the and the FAA.

And so we're still working through that, but that's no change from what we said before. I think that's going to be with us for a little while going forward. So I think the top-level story here is that we've got these rate increases in front of us, the 42 to 47 will stabilize here at 42. We'll use the same process we use to move to 42 to move to 47%. We'll have a rate review with the FAA and then we'll go ahead and increase that rate. And the same is true on 87 as we go to 10.

Now longer term, as you know, we've invested both in the expansion of another line on the 737 MAX up in Everett, and I commented on that in my prepared remarks. So capital is all in place. We're going through the process of training up the people and that's really important as we move past the 47 rate that we have that line up and running. And then likewise, to move past 10 a month rate on we believe we need to have additional capacity in Charleston, and we've made a major capital investment and kicked that off a groundbreaking here last year.

So our plans in place. We're working it. I think in general, we're going to see supply chain Harmony has to happen in that 47 to 52 rate, and we'll continue to work that with the suppliers.

Your next question comes from the line of Sheila Kahyaoglu from Jefferies.

Maybe if you could just talk about the momentum in Renton is very clear. How do we think about BCA margins? Jay, you mentioned Spirit is about $1 billion, and the comment about delays not affecting pricing going forward potentially as much and the $10 billion future free cash flow state. So I guess, how do we think about 37 and 87 cash margins in the near term? How much they're depressed longer term as well? And then relative to history?

Thank you, Sheila. And you're right. Right now, 737, 787 cash margins are depressed, and that's reflected in our free cash flow. We do assume and expect and given what's in the backlog that those will improve over time to support these cash flow types of numbers that we're talking about. The Spirit impact itself, you correct in terms of the cash flow impact of $1 billion negative this year. And we've looked at that and we played out their impact and their contribution to our cash margins in 737, 787 program and forecasted that out. And we don't believe over time, that, that's going to materially impact what we believe and what we need to deliver on these types of cash flows.

So over time, their spirits performance will get better that will be reflected in the financials through just productivity through synergies in higher quality and delivery performance, as Kelly mentioned. We do have what we would expect over that time period as well as a boost from pricing. And so we haven't really focused on that as much, but that will provide a boost to our margins in the out years as well. And so that is what gives us the confidence that what we've seen here at Spirit, what we're absorbing at Spirit, it doesn't really alter what we're expecting in these out years.

Your next question comes from the line of Peter Arment from Baird.

Jay, just maybe sticking with BCA. The BCA team had a really strong delivery year in '25. I think you mentioned 47 MAXs and you had 88 787 deliveries. And with the break that we're seeing this year, maybe you could just level set us on kind of 2026 delivery expectations for both the MAX and the 787 programs and also just maybe any cadence that we should expect first half versus second half.

Sure. Thanks, Peter. So let me start with the 737. Our expectation for deliveries on that program is around 500 aircraft. And if you look at it kind of if you compare this year to last year, last year in the 47 that we delivered, we delivered around 55 aircraft out of inventory. So our production rollouts are going to significantly improve this year as I mentioned in my prepared remarks, we've only got one left carryover going in. So our production performance and rollouts is going to increase substantially.

When you do the math, as you indicated, Peter, in terms of just taking a look at the assumption for rate breaks, you might get into around kind of, call it, 530 aircraft or so. What we're going to be doing in this production build is building around 30 aircraft on the 737-10, those will not be delivered in 2026. They'll be delivered in 2027 upon certification. And so that would bridge between higher expectation and 500.

As far as the 787, a little bit simpler there, we're expecting around anywhere between 90 to 100 aircraft, and that will be dependent upon real production rollouts. Again, just like 737, we had about 20 aircraft that came out of inventory that we delivered in 2026 and so the production rollout system will be the primary source of our deliveries, again here in 2026. So a very similar type of approach there. Overall, we expect BCA delivers to be up -- deliveries to be up close to or approximately 10% all in. And so again, that will be driven, I mean, led by the 737 and 787 program. I hope that gives you the clarity you need.

Yes. That was very clear.

Our next question comes from the line of Seth Seifman from JPMorgan.

Maybe if you could talk a little bit more about defense. We saw a charge there for the first time in 2025. A but it sounds like it's something that can perhaps help in the future. Maybe you could talk a little bit about how KC-46 to the extent that you see it turning the quarter, how is it turning the corner?

And then moving beyond that, the state of BDS and maybe how you prepare for some of these production increases that the Defense Department is looking for? Should we think about a multiyear contract for Boeing on PAC-3 seekers? And how do we think about the investment associated with that?

Yes. Good question. So first of all, let me just say that the charge we took on the tanker in this quarter doesn't really reflect at all on any of the other BDS programs. It's a discrete charge against that particular program. And in fact, it's -- the predominance of the charge is increased cost on the actual 767 commercial airplane production as Jay outlined.

And look, we took a look at the program. It is taking us more resources to make the deliveries. We delivered 14 tankers in 2025, and we are planning to deliver 19 in 2026. And we made the conscious decision that we needed to keep resources at a higher level to ensure that we make those deliveries on time. As you know, the Department of War is super focused on us, first of all, making investments to support growth and also ensuring that we're delivering on time. And so we took that decision, albeit a big gulp to have to take a charge here on the tanker program. I think it will pay off in dividends with us in terms of allowing us to make sure we meet deliveries -- the '19 deliveries next year.

The other thing I'll just lay out is, as you know, the Air Force has made a decision to the sole source for the follow-on tanker contracts. We will be pricing that in the fall time frame according to the current schedule. So we are laser-focused on making sure we understand the cost base of that airplane. Obviously, this has been a bad contract for the last decade, the existing contract. And as we enter into a new opportunity where we get to reprice we want to make sure that we, as Jay has said, underwrite that contract to ensure it's a fair contract and we can make money on that.

As I look at the broader question about increasing in rate or increasing an investment from the executive order and the Department of War, look, we've invested ahead of contract on F-47. I think it was a key part of our win strategy, and I think the department clearly recognizes that we went out at risk and made significant investments. We have also invested in the PAC-3 capital to increase the PAC-3 production line. I suspect we will get to a multiyear similar to what you've seen elsewhere with the government on the PAC-3 contracts. So we're in discussions now with the Air Force on that.

So I don't see a big step-up in CapEx relative to that multiyear PAC-3 because, for the most part, we've made the major investments already going forward in terms of of CapEx. The rest of finishing the F-4 7 investment is probably our major capital investment here going forward in our defense portfolio.

Your next question comes from the line of Ron Epstein from Bank of America.

A broader, bigger picture question for that. We can just nail that on some of the financial details with Eric after the call. But -- so you've been at the company now for well over a year doing God's work running around picking things. But here's the question. It's an effective duopoly with you guys in Airbus. I mean there's some folks on the fringe, but it's really the 2 year [indiscernible]. And it seems like on a very fundamental level that -- it's just not a very profitable industry. It seems like everybody else is making money on planes from the guys doing seats, facets, engines, aftermarket parts even nowadays, even airlines.

But it just seems like building airplanes isn't that profitable. And you've been on both sides of this, right? So you don't know now and you were in the supply side. Can that change and like on a future airplane, can that change? Like what has to change to like really make this industry shy?

Well, look, I think as you point out, I have been on both sides of this. So I know how you can make really good margin in this aerospace market. And I see how you cannot make a very good margin in the aerospace market. And I think the fundamental is we have to get a handle on what risks we're taking and understand the risks. And I think building an airplane is not an easy task. There's significant risk. And we'll continue to take the risk.

The issue that I think we've got to improve upon is how we manage ourselves through those risks and how we enter into contracts associated with knowing that we've got these risks out there. So concurrency, how we price things, what damages we accept, how we do that, I think, are all opportunities for us to improve. And I think a new airplane program gives us that opportunity. For the most part, there's not much we can do about what we've got at hand other than fix our performance, and that's what we're doing day in, day out. I really can't change the structure of the aftermarket and OE construct. It kind of is what it is.

I think this is a big part of the discussion and our strategy going forward for next airplane where is the value? Where is the value chain, what do we do, what do we partner to do? And how do we assure that we're participating, there's a lot of value in this commercial aerospace market, you're right, we should participate in that -- in the value.

So that's a lot of work for us to do strategically. I don't see any impediment to do it, but we've got to understand the risk we're taking when we take them and make sure we've got plans to manage those risks. And if they go unmitigated, then you end up with situations like we're in, where we don't -- we're not sharing in the profitability of the overall market. That would be my take.

Your next question comes from the line of Robert Stallard from Vertical Research.

Kelly, again, a strategic sort of question for you. Given the recent geopolitical volatility, are you worried about a return of tariff risk at BCA this year? And similarly on the defense side of the business, a longer-term shift in Europe to more local procurement.

Yes, Rob, I wouldn't say worried is something I have to -- we have to continue to watch. As we saw last year, this is super dynamic, right? It could change tomorrow. But I think if you step back from all the dynamics day in, day out, Look, I think the -- at least the U.S. administration fully understands the importance of commercial aerospace to the economy, to the U.S. economy. They've been very supportive. And we've worked through what initially looked like some pretty hairy tariff environments to resulting in pretty good outcomes.

So I think we'll be able to continue to focus on that. And again, I think this administration is fully supportive of this industry. It's not going to do things that caused us a major harm. Having said that, as we saw last year, we were shut down for a little while and deliveries into China that got resolved and we got the deliveries [indiscernible] it's done. We do have about the same number of deliveries this year into China as we had last year. So we got to watch these trade barriers. Certainly, we have a lot of deliveries into Europe. So what [indiscernible] how that whole negotiation plays out to ensure that [indiscernible] our concerns when we've had them. And I think we've ended up with pretty good outcome so far.

Your next question comes from the line of Noah Poponak from Goldman Sachs.

Thanks, everyone. Jay, I know you don't want to -- I know you're not quantifying the pieces of the free cash spread you just gave back to normalized. But I guess I wanted to try to ask is the total of those pieces greater or less than $7 billion because you have your net out some positives or if I'm just missing something? And then what is BCA cash if you exclude the abnormalities and you were just basically just 737 and 787 price cost, is that generating cash in your 2026? Or is that closer to breakeven?

So no, let me just go back to your first question here on these items. Again, you're talking in that range going from low single to high single, kind of, call it, $6 billion to $7 billion in the aggregate. Don't forget in my prepared remarks, what I talked about was the benefit of excess inventory coming down over time. So that is a mitigator.

The only thing I'd say is the DOJ payment is a onetime event that occurred here in occurring here in 2026, and that just doesn't repeat. It's not something that draws down in any way. So that's the best way to look at it in the aggregate between that 6% and 7%. As far as BCA cash [indiscernible] as it becomes necessary or we have the visibility. We'll give you more there. But I think I'm going to stop here giving you the directional what it needs to be.

[indiscernible] question today comes from the line of Gavin Parsons from UBS.

Jay, I think you're restricted from looking at all of BDS previously. So have you been able to get under the hood of all those programs at this point?

Let me just talk about -- I mean, as you're right, I was restricted through the end of the year, and I started here in January, doing reviews with BDS. And I think I need to put some context in here because again, I think there's some expectation that I'm doing some kind of an outside the process, EAC kind of deep dives to kind of circumvent the processes that we have already in place. And I'm not doing that.

What I am doing is really reviews with our programs as well as my first reviews were just with the BDS business in the aggregate. And it's really focused on 3 things. One is there's just a strategic element to it. One is an operational element and then third is the financial element. And just kind of give you a little color about that is, as I look at program to program, it's I'm sure I understand the capabilities being delivered, developed for our customer, understanding the relevance of that capability today and what that means in the future, just strategically.

Looking at our current backlog and our delivery profile and how that fits our customers' capability requirements and whether or not we're meeting that mark. Operationally, looking at program status, things that -- are we on track schedule-wise, things that don't necessarily translate into directly into our financial, but think about earned value type metrics. And just so understanding get myself baselined on the programs, where they are strategically, where they are operationally and of course, a review of EACs, but more in the context of, again, baselining what needs to happen? What are our key assumptions in those? What are the risks? What are the opportunities? How do we realize the opportunities and how do we mitigate the risk.

So I'd call it a little bit higher level than some type of EAC deep dive. To the extent that something pops up in a review, then we'll follow up with that. And I would expect that to occur -- continue to occur throughout this quarter as well as the rest of the year. And that will basically convert and transition over to the normal reviews that we do, the team does with Kelly and the rest of the leadership team. So it's more of a holistic view. If there's anything on a specific EAC or anything like that, that will be handled through the regular EHC process. and go up from there.

So just to give you a little bit of color in terms of how I'm approaching this. And so far, it's been a great experience. The team is doing a great job. As Kelly mentioned in his remarks, they're improving each and every day. And again, they're heavily focused on driving to the customer requirements and meeting their schedule and budget requirements. So a good start on my [indiscernible].

And that completes The Boeing Company's Fourth Quarter 2025 Earnings Conference Call. Thank you for joining.

Thanks, everybody, for joining. We have Jay Malave from Boeing, helping kick us off at the UBS Industrials Conference. Jay, thanks for coming.

Well, thank you, Gavin. Thank you for having me here and giving me the opportunity to represent the Boeing Company. It's a pleasure to be here and look forward to a good discussion this morning with you. Appreciate it.

So you've been at the company for 3 months now. How are you spending your time across the businesses?

Yes. So I joined the company in mid-August and immediately moved to the Seattle area. We were talking about before. I'm actually in Bellevue. And that gives me an opportunity to spend a lot of time in our factories in Washington, Renton, Everett. A couple of weeks ago, I was in our Auburn, Washington facility. And it gives me the opportunity through repetition to really understand what's happening day-to-day in our operations, which is important to me and really be in the center of gravity in terms of what's happening in the company.

So it's been an exciting time to be there. So I spend most of my time there in Washington State. Kind of first impressions of the company since it's been almost 4 months, about 3.5 months, first, think about the culture, and there's been a lot of discussion on the culture and Kelly talked about the improvements that he was embarked on one of the 4 priorities that he mentioned when he first joined the company.

And I think when I came in, I got the benefit of the progress that had already been made by the time I joined. Kelly had been in the company for, by that time, over a year, in that ballpark. And there were a lot of, I think, advancements made during that time period. So what I've seen is really pretty engaged workforce, a very strong management team, one that has a can-do attitude, one that is focused on improvement and focused on making Boeing better every single day, which to me is incredibly important because that's a sign of a performance culture. And that's one of the things you look for when you join a company.

You can never really tell from the outside looking in what's actually like working in the company. But I've seen really an organization, including a management team that's really focused on can-do, action orientation. We've talked about active management. And we talk about active management in the context of working win-win solutions with the customer and the BDS environment.

But I take a little bit of a broader view than that. And when I view active management as a team, a leadership team that's willing to roll up its sleeves, get its hands dirty to help solve problems, help be part of the solutions. And that's exactly what I see here at Boeing. And so it's exciting to be part of that. I'm that type of person who likes to get into the detail, likes to get into how do we solve a problem rather than just observing it.

And so from my perspective, I've been able to transition pretty easily to an environment like that. I'm very impressed with the team that we have in our facilities. They're very good, very experienced, very capable. They know what good looks like, and they've done a good job, I think, getting us to where we've been today over the past year. If you think about the progress that we've made, already 2 -- pretty much 2 rate breaks on the 737, a couple of rate breaks on the 787, really on plan to what we said we would do this year in 2025.

So when you think about you roll it back where we were a year ago to where we are today, the progress has been, in my view, pretty exceptional. The other thing I would say is the -- what I'm also impressed by is the operational embrace of lean practices and processes. And so I see continuous improvement throughout the factories. Every time I do go to the factory, the team wants to take me into their obeya room to see the projects -- the continuous improvement projects that they're working on.

And again, I see that as views as a sign of a performance culture that's pretty much already embedded. When you think about what else can we do, I think that lean practices can be spread across the entire company, including the functions. Right now, it's pretty focused on operations, as you would expect, given where we are in our recovery. But I think we have opportunity to really spread it across all of the functions. So I think a great start so far. I'm coming and joining the company at a great time, and the recovery is in full force.

Great. Maybe diving in there then on MAX. On the 3Q call, you were at 38 per month and cycling at 42. How is that going as you stabilize it?

Yes, it's going according to plan, as you would expect. It takes a few months to take the production cadence and move that into output. November here is going to probably be a little bit light on deliveries, but our production rollouts are pretty much exactly where we expected. And it's just a shorter workday month because of the holiday.

But overall, we're cycling where we expect to be. And when I look at deliveries in terms of what we generally have guided to for 737, including -- as well as 787, we expect to be pretty much where we were for the year. So I think it's also so far, so good there. It will take us, like I said, a few months to turn this into output. And I would expect that to occur starting probably in the first quarter of next year.

And the minimum 6 months between rate breaks, that's after you stabilize or that's after you've broken from 38 to 42?

Yes, it's stabilization. We'll go through it. And as the production system stabilizes at the current rate, the team starts thinking about how they're going to break to the next rate and they start positioning for that next rate break. And so before the rate break, they really are positioned for it through the production cadence that they have, the amount of days that are expected in terms of the cycle time for final assembly there.

And so again, when we say no less than 6 months, it gets harder as you increase rates. And so 6 months is probably the best performance we're going to see, but our history tells us it takes a little bit longer than that.

And I guess same question on 787, going from 7 to 8. How is that going?

Yes. Same thing there. We're cycling at 8. We're rolling out. I think the improvement in rollout is starting to take hold there. And so we're just kind of monitoring progress as they go. It's going to be the same thing. It's going to take a little while before this turns into output. And I would expect that to occur sometime next year as well. And as we evaluate and stabilize, we'll start thinking about when the next rate break will be. But first things first, we got to get stabilized at 42 [ on ] 37 and get stabilized at 8, and that's what we're in the process of doing.

So how do you think about deliveries next year? I think you said volume up, but I assume there will be lower inventory deliveries.

Yes, that's right. So we expect absolutely deliveries to be up in both cases, both 737 and both 787. When you look at this year, and we've talked about in the range of 440 to 450 deliveries for the 737 in that range, there's upwards around 50 aircraft in that ballpark of aircraft that we're delivering that came from inventory. When you now fast forward to 2026, we're going to be increasing our deliveries, but there won't be hardly any aircraft, if any at all, that will be coming out of inventory.

So it will be really through the production rollout system that will be the source of the deliveries. The one other item I'd say, which is a little -- will create a little bit of a difference between deliveries and production builds is that for the 737-10, we'll be building aircraft next year. We're expecting certification of that aircraft to be later in the year. So we are unlikely to deliver all the aircraft that we build just because of the timing of the certification process. But again, big picture, we expect deliveries both on the 737 and the 787 to grow in spite of the fact that we have less aircraft coming out of inventory to be delivered.

And presumably, 737 -10 and 7 rework will push those inventory aircraft into '27?

Yes. Some of those will be -- yes, will be pushed into '27, which will position us for continued growth in '27 and beyond. We continue to expect -- and I'm sure we'll talk about cash flow, but BCA deliveries growth year-over-year, we continue to expect that. That will be a big driver of the cash flow.

Working our way up to the cash flow question.

There we go. Yes.

777X?

777X.

So you're in Phase III now. What do you need to do to get that done? And what are the next milestones?

Yes. So we are starting the testing now. I mean that is a big package that we got the TIA3 approval in November. And so we've been positioning aircraft for flight testing there. This represents this approval of about 30% of the entire flight test program. And so that was a pretty big approval that gives us kind of momentum to move forward.

If you think about some of the systems that are part of that package, avionics, environmental control systems, auxiliary power units. So there's pretty substantive systems will be tested as part of this flight test program, and we're well on our way there. And we're also positioning ourselves for the next batch of approval for TIA as well.

Once we get there, we'll talk about that. But I think we're pretty well positioned per the schedule that we laid out in the earnings call, which we said getting this approval anywhere between late fourth quarter, early first quarter of '26. We've got it here in the fourth quarter, and so we're pretty much on schedule.

What has been kind of the main bottleneck on the slower certification process there?

It was new requirements. And these new requirements required essentially learning, both on the part of Boeing as well as the FAA. And as we learned what it took to comply really on both sides, unfortunately, we had these delays in these TIA approvals because we just weren't entirely clear on how to satisfy those requirements. We believe that we have a sort of much better understanding of what it takes going forward. And so we think the process for future approvals will be a lot more smoother with that understanding.

Moving to defense. I know you're restricted from looking at that business in full detail until January, but that seems to be performing better with no charges this year. So any thoughts on progress would be great.

That's right. So just kind of for the record, I've been spending my time pretty much on the BCA business in BGS. I've been restricted from BDS until the end of this year, which now is weeks away. So come January, I'll be able to dive a little bit deeper into BDS. And what I would say there is that Steve Parker and his team have done a great job, I think, stabilizing that business. That was another area that Kelly had highlighted in terms of stabilization.

We're starting to see the benefits of that stabilization in the programs there. And we've got these big 5 programs. And I think, again, I'm talking to it from afar because I haven't been able to dive in. But by all means, he's doing a great job there and his leadership team is doing a great job there. So I would expect them to be -- continue to improve year-over-year, not just from '26 over to '25, it will be '27 over '26, '28 over '27 as well.

The margin profile will improve. We've talked about high single-digit margins in that business. And I think that they're on track to be able to go march up that margin trajectory. So I think that the team is doing a nice job. One thing I'll say is I think there's been some investor angst in terms of once Jay Malave gets access to the BDS program, there's going to be a bunch of grinades that go off on all these programs.

And look, I'm there to learn. I'll be going into the business to learn to help understand. In any program, there's going to be risk, there's going to be opportunities. My job will be how can I help them mitigate risk and how can I help them realize opportunities. I'm not going in there with a mandate or an agenda to throw grinades at different programs. It's kind of how can I help be a support to this business and to Steve and his team.

That's not how it works, right? If you identify a cost overrun, you book it in the quarter, you identified it. You don't wait for Jay to look at it.

That's right. And so -- that's exactly right. We've got, I think, a pretty robust EAC process. The team has gone through. They've recorded their charges in the past. I don't think we need to relive what we've seen in the past, but they do that with the benefit of information that they have real time. And so to the extent there's changes, it's based on new information that arises in that period. And so it's not -- the new information isn't Jay Malave getting access to the program. The new information or facts relate to either the schedule or the cost profile in a program.

Now that we've built up to free cash flow, I realize there are a lot of moving pieces on the 3Q call, you weren't ready to kind of commit to a '26 guide, but how are you thinking about framing that? And any initial thoughts on '26?

Yes. If you rewind the clock a little bit, on the earnings call, I've been in the job for a little bit over 2 months, and it just wasn't enough time to really get a good grounding. We were in the process of a multiyear forecasting process. And for me, I would say probably the beginning third of that. And so I'm a data hog. I like to understand the data. I like to beat it up. I like to pressure test it. And I was nowhere near ready to make any type of declaration proclamation based on just the progress that I have made to date as of then.

Since that time, we've made a lot of progress. Unfortunately, my FP&A team probably is not loving me right now. But we've gone through a lot of data, a lot of information, and I'm just much more grounded now than I was there, and I feel a lot more comfortable with where we are. And so what I can tell you is for next year, we absolutely expect to grow year-over-year in cash flow.

And I would say that, that will result what we expect anyway is in the low single digits in terms of positive free cash flow, which I think is pretty substantial growth year-over-year. And let me kind of rewind the clock before I get to '26. '25, we have to reset a little bit. If you recall when we provided the guide for '25, we talked about negative $2.5 billion for the year. Premised in there was this DOJ payment that we anticipated making. That payment is slipping out of '25. And right now, it looks like it's going into 2026. And so where I would expect us to be now in 2025 is closer to about $2 billion of an outflow.

Now you'd say, okay, you just put a headwind now into 2026 in the range of $700 million. But even with that, I expect free cash flow to grow. And as I mentioned before, I expect right now anyway, free cash flow to be in the low positive single digits. So in spite of that, we know CapEx is growing next year. CapEx is growing really on the back of 2 projects. One is our growth driver in Charleston on the 787, which is a good thing. That's going to be an enabler for us to drive up our rates up to around 14 over time per month as well as the investment that we're making in St. Louis for the new F-47 program, again, a good multi-decade growth driver for the company.

So those are -- while they create some short-term pressure on CapEx and free cash flow, those are great long-term projects for us. The other thing I would say in terms of pressure would be this whole thing about legacy deliveries, delayed aircraft deliveries. It's causing kind of 2 effects. One is the elongated cash collection cycle for -- related to advances, and we were sitting on some excess advances and also puts pressure on the price per aircraft because we're paying penalties on these aircraft that are delayed.

But even with those challenges, it comes back to BCA deliveries. We expect deliveries to grow next year. So that will be a large driver of positive cash flow. Embedded in that with increasing deliveries at BCA is the benefit of excess inventory burn down. So that will come along with that. So we'll get some working capital benefit there. And we will start seeing cash margins improve as well next year.

You couple that with improvements at BDS that we expect, and they're on the right track, as I mentioned before, and continued growth in BGS, and that formula creates success for positive free cash flow of low single digits for next year. So I think that we've got a pretty good formula to drive that. And I think that will be a recurring formula over the next few years.

So low single-digit billion, including the DOJ payment next year?

Yes.

That's great visibility. The 777X impact, can you kind of break down how much of that charge is cash near term versus long term, the advances, the...

Yes. You look at next year, and again, that created some pressure. We talked about that in the third quarter call. It's about $2 billion of pressure in 2026, which is mostly related to the aircraft deliveries. That's why I didn't mention it specifically here because it's part of these excess advances and also lower delivery payments that we receive next year.

The charge itself, the cost associated and the cash burn associated with that, $4.9 billion, that will be over a number of years as we deliver -- predominantly as we deliver aircraft through the end of the decade. So after we get through 2026, it's not a huge number in any given year after that will kind of -- I want to say pro rata. It's not necessarily pro rata, but it will carry out through the end of the decade and into the early 2030s as well.

And then touching on the advances kind of overcollection you mentioned, I mean, backlog is up a lot. Orders are extremely strong. Deliveries are growing and you have milestone payments on delivery growth. When do you expect to lap that overcollection of advances?

That will take us a few years. I mean it's really dependent on the BCA delivery profile. To the extent that we're able to meet or beat our BCA delivery profile, then that will be able to burn that off quick. I think the key thing there is that it's temporary. We just have to burn off the aircraft that are burdened by that. Once we do, then that will be out of the way and the BCA delivery profile will get back into the normal cycle that we do from a cash collection standpoint. And so there's a little bit of a tail to it, but I think that over time, it does get better.

And then the final piece on inventory that you mentioned, you don't have any more [ delivered ] aircraft...

That's right.

Is that working down work in process and destocking the supply chain?

I think that some of -- with the increasing rates, some of that will happen naturally. When you look at one of the lessons learned for us is that we probably need to carry a little bit higher inventory than we may have in the past when we were at these kind of higher rates. But again, there's still a significant, I would call it, multibillion-dollar opportunity to burn down that excess inventory.

And the beauty of increasing our delivery rates is that the working capital cycle will move faster. So your holding period, just your cycle time will be lower. You'll be moving inventory faster, which frees up cash. So there are just multiple benefits to the increasing delivery rates.

And then the unit cash margins, is that just a combination of higher volume, workforce productivity, what other pieces layer into that?

Well, yes. We'll see -- absolutely, as you're delivering higher at higher rates, the productivity gets better, so your cost per unit gets better. As I mentioned before, we're dealing with some of these aircraft with penalties that burns off as well. So the cash margins will actually get a pretty significant boost between now and the end of the decade.

And I guess looking further out, it seems like you weren't ready to explicitly endorse the previous $10 billion framework, but you did mention Boeing getting back to historical levels. So where are you in your planning review...

Yes, it's right. It's the same planning process that I looked at in kind of multiyear. And again, I feel very confident after having gone through that in our outlook. And yes, $10 billion for the Boeing Company is very attainable for us to achieve. And I think that you look at it -- you look at kind of some of the benchmarks that we had in the past and you look at '27, [ 2018 ] sic [ 2028 ] and $10 billion is just no reason why we can't get to that once we get to these higher rates on the aircraft.

And so yes, I'm very comfortable saying that we can absolutely deliver $10 billion. It's going to be dependent -- a big dependency is on these rates. When you think about how we get from here to there, it's -- we got to complete the certification programs on time. And we'll have some pretty big milestones in 2026 that we'll be able to evaluate. We have to go up the ramp on the deliveries at BCA. We need to see the improving margins and cash flow profile at BDS. We need to see continued growth at BGS. All of those taken together will be the drivers and enablers of this $10 billion cash flow generation mark that we've talked about in the past. And it's all very doable.

And then as I think about deploying that cash, is the priority deleveraging and paying down debt?

That is. Between now, we've got -- if you think about our profile, we've got a big maturity in 2026, about $8 billion. A lot of that will be in the first half of '26. We've got about a little bit over $4 billion in 2027. We'll keep bringing that down, pay down the maturities to a level that we think is appropriate for the business, which gives us the flexibility. Also have a cash balance that gives us also the flexibility to be kind of a shock absorber to the extent that anything occurs in the industry.

But I think that we'll be generating free cash flow that gives us optionality. And so I think that will be between the balance that we have today, the cash flow that we're going to be generating, that will give us plenty of optionality to pay down the debt, to invest in the future and start thinking at the right time about investor returns. We're not there. We need to turn the corner, but the cash flow profile and the cash flow potential and visibility of the company puts us on the right track for that.

How do you think about the right level of cash balance? I mean you mentioned having some buffer. You're obviously sitting on a lot of cash, but you also have an elevated interest.

Yes. I mean we historically have talked about a $10 billion minimum balance. That's something that for the time being that I kind of adhere to and agree with. I'll do my own analysis and kind of over a longer period of time to determine whether or not that should be a little bit higher, a little bit lower. But I think $10 billion minimum cash balance is a pretty good benchmark.

You just finished the Jeppesen divestiture.

That's correct.

Thoughts on proceeds there. And then separately, in terms of M&A, do you still expect Spirit to close this year?

Yes. On Jeppesen, it's been a big boost to our cash balance as we talked about. And I may have caused a little bit of confusion on the third quarter call, and let me just maybe clarify that related to the Spirit that -- so let me just talk about Spirit. Yes, we do expect to close out. We made a lot of progress over the last month there. We're in the final strokes, and we are awaiting the approval. We think that we've satisfied what we need to satisfy. And we're just waiting for kind of sign-off on that.

So we think that we still expect that to happen before the end of the year. As far as their debt and our cash balance, including Jeppesen, we expect to pay down about $3 billion immediately of the Spirit debt upon close. There's $2 billion of high-yield debt that we think that we're just going to take out. And then there's about $1 billion of bank notes that we want to take out as well.

So that will leave kind of their legacy debt maybe about $1 billion that we'll retain. What that means to our cash balance is that we've got the proceeds from Jeppesen. You've got the -- we couple that with what we're going to pay down on Spirit, and I expect our cash balance at the end of the year to be around $29 billion.

Spirit's financials have been a little messy. Any thoughts on how that incorporates into the Boeing financials?

Well, we've got -- for that business, we're doing some -- we've done some prework. There, you can't get too far into the financials because you can't gun jump. So we've been, I think, at the appropriate level of arm's length there. We do have some ideas, but we follow some of the external financials that you do. Our access is somewhat limited because they are a public company as well.

So I think upon close, we'll be able to get to dig deeper into their financials and understand whether or not there's any impacts to our EACs, particularly in the commercial programs. And we'll deal with that accordingly as we close. But there's nothing there that we've seen that's just something that's just going to cause any large disruption to us.

There's been a lot of discussion on a potential new single-aisle aircraft. Anything that's involved in your thinking on the milestones?

No, not really. You think about -- there's been kind of a speculation that's been out there for certain events. And look, we're focused on execution. We just spent a lot of time in our discussion here talking about our BCA delivery rates, our certification programs, the improvement program at BDS and continued growth at BGS. So there's a lot on our plate from an execution standpoint.

And at the end of the day, I think Kelly has talked about this, and I agree wholeheartedly with what he said, is there's kind of 3 things that need to happen before you talk about kind of a next-generation aircraft. One, the market has to be ready. Two, the technology has got to be ready, and we -- the Boeing Company has to be ready. We don't believe any of those factors have been met in any way.

And so we're ways off from that. That doesn't mean that we don't invest in technology development. You'd be -- you just don't put your head in the sand and not invest in technology, talk to suppliers and think about what next-generation technologies can be and how do you think about the framework of that technology in the future. But that in no way means that we're ready to embark in any way on a new platform. That's a ways out. First things first, we need to deal with what's at hand, and that's what we're laser-focused on.

When you think about the cash profile of the new aircraft, is that more weighted towards actually building out the production capacity and then the deferred? Or is that more in the R&D phase?

Well, I think historically, and I think that it's -- whether or not the business model remains is a question to be determined, I think, at that point in time. But you look at history and you have development programs start and a lot of the cash burn upfront is on R&D. As you make progress in R&D, then you start capitalizing for production. You're building assets that are going to be in flight test.

And so there's a number of things that go on there. That's again, historically, I think how you've seen the cash profile. And as you certify and get into delivery, start recovering that investment. But again, for us, let me just be clear, that's not something that we're contemplating anytime soon.

Got a few minutes left. Anything that we missed, any closing remarks?

No. I mean we covered a lot of ground, Gavin. I think we provided some clarity in terms of next year. I appreciate you giving me the opportunity to talk about what I've been able to go through over the past month plus versus where I was during the earnings call. So hopefully, that gives people -- investors a little bit more clarity on how we're thinking about next year and beyond.

Okay. Thank you very much for being here.

Thank you, Gavin. Appreciate it.

Thanks, Jay.

All right.

Good day, everyone, and welcome to The Boeing Company's Third Quarter 2025 Earnings Conference Call. [Operator Instructions] Please be advised this call is being recorded. The management discussion and slide presentation plus the analyst question-and-answer session are being broadcast live over the Internet. [Operator Instructions] At this time, I'm turning the call over to Mr. Eric Hill, Vice President of Investor Relations for opening remarks and introductions. Mr. Hill, please go ahead.

Thank you, and good morning. Welcome to Boeing's quarterly earnings call. With me today are Kelly Ortberg, Boeing's President and Chief Executive Officer; and Jay Malave, Boeing's Executive Vice President and Chief Financial Officer. This quarter's webcast, earnings release and presentation, which include relevant disclosures and non-GAAP reconciliations are available on our website.

Today's discussion includes forward-looking statements that are subject to risks and uncertainties. We including the ones described in our SEC filings. As always, we will leave time at the end of the call for analyst questions. With that, I will turn the call over to Kelly Ortberg.

Thanks, Eric, and good morning, everyone. Thank you for joining today's call. I'd like to take a moment to welcome our new CFO, Jay Malave. It's been great to have Jay on board and officially welcome him to his first quarterly earnings call for Boeing.

So now let's take a closer look at our business as we enter the final quarter of the year. Our sustained focus on safety and quality is driving better performance across the enterprise, and we are reearning the trust of our stakeholders, including customers, regulators and employees. Our focus on culture change continues to energize our teams and improve how we work together. By August of this year, we have delivered more commercial airplanes than all of last year. Our defense business is well positioned in the current geopolitical environment, and our service business continues to deliver in a robust aftermarket. Across all of our market segments, we continue to see strong demand, which is reflected in our growing backlog. We marked important milestones in our recovery as the operations generated positive free cash flow in the quarter for the first time since 2023. And earlier this month, we jointly agreed with the FAA to increase 737 production to 42 airplanes per month.

While returning the corner, we're well aware of the work ahead of us to fully recover our performance, particularly on our commercial development and certification programs. We'll talk more about our status but I want to emphasize that we're exploring every lever to deliver better performance on all of our programs. Now turning to the businesses. Let me start with Boeing Commercial Airplanes. We're making meaningful progress in line with our safety and quality plan and our investments here continue to improve the health of our factories. Notably, we've seen 75% reduction in traveled work on our 737 and and a reduction of 60% across all airplane programs. Supported by greater stability, we successfully ramped up the 737 production to 38 airplanes per month as we had planned. We then focused on enablers such as improved quality, training and workplace coaches to help stabilize at that rate and demonstrate that all of our key performance indicators are healthy. Once we are satisfied with the sustained health and stability of the production system, we then presented our disciplined plan to the FAA to increase production to 42 airplanes a month.

We continue to be guided by our safety and quality plan and we'll monitor our performance against these 6 KPIs as we methodically move to higher rates. As a reminder, we expect rate increases beyond 42 per month will go in increments of 5. And while rate increased breaks won't be earlier than 6 months apart, we will remain disciplined and we won't move to higher rates until we achieve stability and readiness. Also in the quarter, the FAA announced it will allow delegation to Boeing to issue airworthiness certificates for some 737 MAX and 787 airplanes. Our team continues to work under the oversight of the FAA in building safe, high-quality commercial airplanes that comply with all airworthiness certification requirements, and we appreciate the FAA's confidence in Boeing and earning limited delegation authority is a responsibility we take very seriously. On the 787, the team is performing well, and the program continues to work towards demonstrating stability at rate 7.

As we previously shared, we'll be guided by our KPIs before we transition to planned higher rates and aim to move to 8 per month in the near future, having recently completed a successful rate Capstone review with the FAA. At the same time, we're investing in the expansion of our South Carolina site to ensure we're prepared to meet exceptional market demand, and we look forward to an exciting future for the 787 program. Turning now to our development programs. On 777X, as we announced earlier this morning, we have delayed our expectations for certification and first delivery, resulting in a $4.9 billion noncash charge during the quarter. As we've previously said in the third quarter, completion of our certification program is taking longer than expected. We have worked to understand the implications to our go-forward plan and now we anticipate first delivery of the 777-9 will occur in 2027. Jay will provide further details on this in his prepared remarks. We've accumulated more than 4,000 flight hours, more than double a typical flight test program. And so far, there are no major technical issues on the airplane or on the engine.

In the quarter, we completed critical testing of the airplanes brakes, engines, takeoff performance and aerodynamic performance. However, we still have a significant portion of the slight test certification program to go and our team is executing plans to complete this certification as part of the schedule we shared today. The airplane in the engine are performing well Demand for the airplane remains strong, and we remain confident that the 777X will be the next flagship airplane for our global customers. This is obviously a disappointment, but we just need more time to complete the certification process. With this charge, we now have a higher confidence that we'll complete the certification within the financial estimate. Other news on the 737-7 and 10 programs. With more than 3,000 hours of lab testing and analysis, we now have a final depth of design changes to permanently address the engine anti-ice issue. This effort remains on the critical path, and we're now following the lead of the FAA as we work to certify the suite of design updates.

As we previously shared, we anticipate certification for the 737-7 and the -10 to happen in 2026. Looking now at our defense business. We continue our active management approach, and we're making progress to derisk our development programs. We again demonstrated stability on our EACs in the quarter, and our BDS team is working hard every day to earn trust of our customers. We also continue to proactively engage with our customers and suppliers. In many cases, we've been able to revise contract baselines to lower execution risk and create win-win outcomes for the customer and for Boeing. We still have work to get these programs through the development phase. And as I've said before, you're never done until you're done, but we clearly are making progress. In the quarter, BDS had several notable milestones, including delivery of the 100th KC-46 tanker across our combined U.S. Air Force and global customer base. We're proud our platform continues to provide unique value and capability to our customers. We also secured key contract awards in the quarter.

The U.S. Space Force awarded Boeing a $2.8 billion contract for the Evolved Strategic Satcom program, solidifying our position as a leader in the national security space. More recently, we signed multiyear contracts valued at $2.7 billion to produce additional PAC-3 seekers, leveraging the advanced investments we've made to ramp up quickly and meet the demand. In St. Louis, we are executing our contingency plan as our IAM representative workforce remains on strike. While of course, we prefer not to be in this position, the team continues to work in support of our customers. We are building JDAMs without IAM workforce at about the same production rate as before the work stoppage and the team is progressing on our MQ-25 and T7 development programs. We'll continue to manage through this with focus on supporting our customers.

Now moving on to Global Services. BGS had another strong quarter, delivering exceptional performance for our company as they support our defense and commercial customers. The U.S. Navy awarded Boeing contracts totaling more than $400 million for the repair of the F-18 landing gear and outer wing panels. We're still on track to close the sale of Jefferson and the other portions of our digital business later in this quarter. At the same time, BGS team continues to secure deals for the digital capabilities that we'll retain related to fleet maintenance, operations and repair. A good example, we recently announced an agreement with Eva Air that includes digital diagnostic tools and advanced analytics to improve efficiency and maintenance operations. Now lastly, I'll share another update on our company's culture change. This remains a topic of interest and conversations with many of our stakeholders. I'm pleased with how the employees have embraced culture change. You'll recall that we use feedback and direct employee input to help shape our new values and behaviors earlier this year. Since then, as I've traveled around the company, I'm excited to see how many teams are using the values and behaviors to effect change in their daily work.

For example, I have come across production teams that are using their daily tier meetings to call out which values and behaviors help them work better with each other. And during my recent visits in Miami and are some of our global sites, teams told me how championing our values around safety and quality is strengthening our relationships with our customers. I'm confident that with our new values, behaviors and the processes we're putting in place with performance management, leadership development and new training opportunities will continue to see positive culture change. Before we close out the year, we're also going to do another voice of employee survey like we did back in February. We'll get a feel for how we're doing on the culture change and get feedback on the areas that are working and where we still need to improve. All this work is going to take time to really take hold. And while I don't expect overnight improvement, we'll continue to listen to our people and use the values and behaviors.

Now before I finish my prepared remarks, I'd like to say thank you to our employees for their dedication to safety and quality and enabling another quarter of improved performance. While we're all disappointed with the 777X delays, it shouldn't overshadow the progress we're making. Our customers are giving us great feedback on the quality and delivery performance. We're increasing production rates. We turned cash positive in the quarter, and we're winning in the market. We're well positioned to build on the momentum, delivering on our more than $600 billion backlog and restore Boeing to the company, we all know it can be. Now let me hand it over to Jay to further discuss our operating results. Jay?

Thanks, Kelly, and good morning, everyone. Let me start by saying that it has been an honor to join Boeing at such an important time in the company's history, and I'd like to thank the team here for the warm welcome these last few months. Throughout my career, I've always been impressed with Boeing's people, products and services and iconic legacy. I'm very excited to partner with Kelly in support of our continued recovery and delivering for our global customers and stakeholders. Boeing is in a much stronger position than it was a year ago, and it's my job to help Kelly and the leadership team build on that progress. I'd also like to thank Brian West for his role in getting us to where we are and for his support throughout this transition. Now let's start with the total company financial performance for the quarter. Revenue was up 30% to $23.3 billion, primarily driven by improved operational performance across the business. including higher commercial deliveries and defense volume. The core loss per share of $7.47 primarily reflects the $6.45 impact of the $4.9 billion charge on the 777X program. which I'll discuss in more detail shortly.

Free cash flow was positive $238 million in the quarter, primarily reflecting higher commercial deliveries and working capital that improved compared to both the prior year and the prior quarter. Importantly, this was the first positive free cash flow quarter since the fourth quarter of 2023 and serves as an important progress point in our company's recovery. These free cash flow results were better than expectations in July, driven by higher commercial deliveries as well as the potential DOJ payment shifting to the fourth quarter. Turning to BCA on the next page. BCA delivered 160 airplanes in the quarter, the highest quarterly delivery total since 2018. Revenue was up nearly 50% to $11.1 billion primarily reflecting higher deliveries compared to last year. Operating margin of negative 48.3% was impacted by the charge on the 777X program. BCA booked 161 net orders in the quarter, including 50787 airplanes for Turkish Airlines and 30 737-8 airplanes for the Norwegian group. Backlog in the quarter ended at $535 billion and includes more than 5,900 airplanes with the 737 and 787 both sold firm into the next decade.

Now let's click down to the commercial programs. The 737 program delivered 121 airplanes in the quarter, including 41 in September. On production, the factory stabilized at 38 per month in the quarter. Importantly, we jointly agreed with the FAA in October to increase to 42 per month and the program is now focused on continuing to drive a stable production system as they transition to this new rate. Spirit continues to deliver fuselages with improved quality and flow, which sets us up well for both our future production ramp and the planned reintegration. That transaction is still expected to close this year. The quarter ended with approximately 5 737-8 built prior to 2023, down 15% from the second quarter. Importantly, we completed the rework on the last of these airplanes and shut down the shadow factory in the third quarter. On the -7 and -10, inventory levels were stable at approximately 35 airplanes. As Kelly said, we have made good progress on the suite of engine anti ICE design updates over the past few months and continue to work with the FAA on the certification path for these programs.

On the 787, we delivered 24 airplanes in the third quarter and ended with approximately 10787 airplanes in inventory that were built prior to 2023, down 5 from last quarter. We still expect to deliver these airplanes through 2026, which is aligned with our customers' fleet planning requirements. Finally, on 777X, during the quarter, we recorded a $4.9 billion loss provision net of a cost-based extension benefit to reset the development and production schedule on the program with first delivery now expected in 2027 versus the prior expectation of 2026. To provide more background and color. We received approval to begin the second phase of certification flight testing in early 2025 and had anticipated authorization to start the next major phase of certification play testing in the third quarter. However, this authorization has been delayed as Boeing and the FAA work through the supporting analysis that enables the next phase of certification flight testing. Given this delay and our assessment of the time line to enter future certification phases, we have shifted a flight test and production schedules to reflect these learnings. We now expect the next major phase to start later this year or early 2026.

The certification program delay, coupled with our reassessment of production costs constitute the basis of the incremental loss provision this quarter. The charge amount includes additional customer concessions, the cost of incremental rework on build aircraft, learning curve adjustments and the carrying cost of production operations spread out over a longer period of time. On a comparable basis to last year's total charges on the program, the costs are higher due to rework on build aircraft, incremental production disruption and learning curve adjustments. As far as the cash profile, we see 2 impacts. The first is related to delivery timing, where we expect headwinds of about $2 billion in 2026 as deliveries move to the right. This converts to a tailwind later in the decade as we deliver delay units. Second, the cash roll off of the $4.9 billion accounting charge is expected to be spread into the next decade. While disappointing, the reset allows us to operate to a higher confidence plan and allows our customers to manage their operations accordingly.

As Kelly mentioned, this confidence also stems from our completion of dry run flight tests. While we have not received certification credit with the FAA for those flights, we have obtained important verification data to support technical risk burned down. Okay. Let's shift over to BDS on the next page. BDS delivered 30 aircraft and 2 satellites in the quarter. and revenue grew 25% to $6.9 billion on improved operational performance and higher volume. Operating margin of 1.7% was up significantly compared to last year, also reflecting the better operating performance in the third quarter. These results also included immaterial impacts associated with the IAM work stoppage as we continue to execute our contingency plans. BDS booked $9 billion in order during the quarter and backlog grew to a record $76 billion. Overall, we continue to make progress stabilizing our fixed price development programs even with minor cost updates on a few programs, such as for the tanker, which absorbed additional average shared costs from the 777X update. We have seen benefits from our active management approach and retiring risk and developing win-win opportunities for both us and our customers.

We remain focused on delivering these important capabilities to our customers and met several important milestones in the quarter. For example, on a T-7A program, we achieved 4 additional customer milestones under the MOA and started assembly on the first production representative test aircraft. The remainder of the portfolio continues to benefit from exceptional demand supported by the global threat environment constructing our nation and allies. Performance on these programs also continue to stabilize and build on the improved operational performance that began earlier this year. Overall, the defense portfolio is well positioned for the future as evidenced by our record backlog, and we still expect the business to return to historical performance levels as we continue to drive execution and transition to new contracts with tighter underwriting standards.

Moving to Global Services on the next page. BGS continued to perform well, again delivering strong financial results in the quarter. Revenue was up 10% to $5.4 billion, primarily reflecting improved commercial and government volume. Operating margin was 17.5% in the quarter, up 50 basis points compared to last year, unfavorable commercial volume and mix. Both our commercial and government businesses again delivered double-digit margins. The business also received $8 billion in orders with a year-to-date book-to-bill of 1.2. Okay. Shifting to cash and debt. Cash and marketable securities ended at $23 billion and the debt balance ended at $53.4 billion. The company also maintains access to $10 billion of revolving credit facilities, all of which remain undrawn. We remain committed to strengthening the balance sheet and supporting our investment-grade rating. Regarding cash flow, we still expect the fourth quarter to be positive before any impact from a potential DOJ payment. This outlook continues to assume significant capital expenditures for future products and growth, particularly in St. Louis and Charleston. This ramp-up was seen in our third quarter CapEx spend, which we now expect to be closer to $3 billion for the year.

Net-net, even with the higher CapEx, our better-than-expected performance year-to-date supports updating our 2025 outlook to a free cash flow usage of about $2.5 billion, barring the impact of a prolonged government shutdown. Okay. Let's sum it all up. Another quarter of progress in our recovery. While the 777 reset was disappointing, our overall performance continues to trend favorably. This includes receiving limited FAA delegation to issue 737 and 787 airworthiness certificates, transitioning to higher 737 and 787 production rates delivering improved performance across the company as well as generating positive free cash flow in the quarter. Broadly speaking, the markets we serve continue to be significant in our backlog of more than $600 billion demonstrates the strength of our portfolio. Long term, these fundamentals underpin our confidence in managing the business with a long-term view built on safety, quality and delivering for our customers. With that, let's open up the call for questions.

[Operator Instructions] Our first question comes from the line of Myles Walton from Wolfe Research.

Jay, what is the negative cash flow in 2026 on the 777X in totality or versus this year? And as you look out, how soon after first delivery can that program get to a neutral position from a cash perspective?

Sure. Thanks for the question. So as I mentioned before, it's a headwind relative to our prior expectations of $2 billion. So I'd expect the overall absolute cash flow to be usage. It's a little bit higher than that. As far as how we get to call it, say, breakeven neutrality type of free cash flow. We've talked about this a little bit in the past. So next year will be a heavy use year. The year after that will be better in 2027. And then we would expect ourselves to get closer to neutral in 2028. And that's all on the back of improving payments from aircraft deliveries and advances. So again, next year, we'll build up inventory. There'll be limited advances and delivery payments. But in 2027, we'll start to see those benefits and those will continue to ramp up in '20 and beyond. So I would expect, starting in 2029, neutrality will go to a benefit of positive free cash flow for the program. And so look, all told, next year is going to be a little bit heavy, but it will continue to improve from year-over-year from that point.

Okay. And sorry, just to clarify 1 thing. Is that 2026 usage of cash on 777X, so it's about similar to 2025 usage when all is said done?

Yes, that's a good way of looking at it, but perhaps maybe a little bit higher, but in that zone.

Your next question comes from the line of Ron Epstein from Bank of America.

So maybe back on the 777, I'm certainly bombarded with these, so apologies for that. But what's driving this now? Like what changed from like just 2, 3 months ago to reevaluate what's going on with the program. Yes. I guess that's the question. Like what changed to really make the focus on this now?

Yes. So Ron, first of all, let me reiterate what I said in the prepared remarks. There's no new issues with the airplane itself or the engines -- the test program. Ironically, we have more hours in the maturity of this airplane is probably higher than any other airplane we've been through the test program. The issue is solely around getting the certification work complete. We had anticipated getting TIA approval. That's what's needed to actually get certain credit when we fly those particular tests. We have not been able to achieve the certification credit. And and that's because we haven't gotten the TIA approval. So look, we've taken a step back. We very much underestimated how much work it was going to take for us to get the TIA approvals and for the FAA to have the opportunity to review all the data submissions that are required. So we stepped back and we've rebaselined this program to incorporate those learnings as Jay said.

And the philosophy I want here is I don't want this to be a continuous quarterly issue for us to make sure we have a solid financial estimate here that we have a high level of confidence that we can get this certification work done. Now recognize that some of this is still not in our control. We're working very closely with the FAA I'm hopeful that there's opportunities for us to improve upon some of this. I think I've talked to the administrator Bedford. And I think he also agrees that we need to look for ways to streamline the process. But in effect, this is a result of us realizing that the plan we had in place to get the certification approvals just was not realistic going forward.

And just one clarification, if I may. On the TIA, what's really slowing that down? Is it on the FAA side? Or is it that there was something that you guys didn't understand about What would be...

It's a little of both, Ron. I would say it's that this is the first airplane that we've gone through this incremental TIA process like this. And I think there was learning in what analysis and data we had to have complete and submitted to get the TIA approval. So some of that's for us. And I think it's taken longer as well for the to go through those submittals and get the approval. So I'm certainly not throwing the FAA under the bus with this. This is a learning collectively for the both of us in terms of what it takes to get through the new process. And again, as I said, we've tried to do our best to put a conservative estimate here in place that accommodates us continuing having a slower process than what we had originally planned. for these TIA approvals. Now I don't anticipate because of the maturity of the airplane. Once we get the approvals, I think the flight testing should go reasonably quickly. But again, it's the analysis, the paperwork to submittal and the approval process is really the big learning here.

Your next question comes from the line of Robert Stallard from Vertical Research.

Welcome back, Jay. I hate to do follow-up on the 777X here. The charges of EUR 4.9 billion is perhaps larger than was anticipated. So wondering if you could maybe work through some of the moving parts here. And then probably for Kelly, in conjunction with that, how are you expecting to manage the 777X supply chain given this delay?

All right. Let me start with the magnitude of the charges, build upon the comments that I made during the prepared remarks. With the delay in the certification, we had to revise our production plans on the program with a focus on mitigating additional precertification airplane builds and provisioning for a higher confidence long-term production plan, the primary driver of the charge. And when you kind of break that down, the schedule to lay simply had a broad impact through the elements of the production system. The longer period of performance or holding period, however you want to describe it, combined with a slower ramp rate it adds substantial carrying cost to the program. It also affected the learning curve with the slower ramp. And even the aircraft that are going to be reworked are so going to be held for a longer period of time, adding cost to them. So as we mentioned, we have a higher confidence plan from a schedule and cost perspective on here so that we've got ourselves protected. If you compare this to other charges, particularly those that we had last year, as I mentioned during my prepared remarks, we are carrying higher provisions for the built aircraft require work the production disruption and the learning curve, all of which are simply better informed by current experience.

So as you would expect, the team is just not going to sit here and take this lightly and hasn't taken it likely going to our focus, we are all focused on doing everything we can to improve the long-term productivity on this program, while also working to mitigate the total delay impact to our customers the best we can. But this baseline puts us in that position to be able to not only beat it, but potentially beat it.

Yes. And Rob, let me just talk a little bit about the supply chain. I think the answer is we just have to flow the new revised schedule out to our suppliers. And then we're going to have to negotiate on a case-by-case basis the impact that has to the various suppliers. And depending on the commodity, the impact might be significant or might be fairly insignificant. So we're going to have to work through that. I'll just say that the revised estimate and the charge here contemplated the impact of the supply chain as well.

Your next question comes from the line of Noah Poponak from Goldman Sachs.

Kelly, Jay, could you speak a little bit more about the 737 ramp from here? And I guess, do the remaining months of this year have 42 production units? Or is there some spacing before we actually see that for any reason? And then as you go higher, on the one hand, it's not easy and supply chain is still tough, but on the other hand, I think you're intentionally holding inventory for that reason. And it seems like you have a lot of buffer in the stations at 42 to break to 47. Then I think beyond that, you start to layer in a new line. So I guess, that 6 months you've spoken to you, Kelly, should we all be assuming that for the 42 to 47 to 52 or is each of those breaks? Or is that too aggressive of an assumption?

Okay. So let me start with the first part of the question, which is just when do we get to 42 here for the balance of the year? So recognized No, when we say we're at a 42 rate, that's a rate that we flow in the factory. Not every month, depending on the number of days in the month, the number of workdays in the month, would that necessarily equate to a rollout of 42. And just recognize that for the we've got the holidays coming up in both November and December. We are, as we speak, rolling at the 42 rate. So we've, as you know, we test our supply and our own processes before we actually go to that rate, we do some pretesting. So we've gone ahead and we're loading now at the 42 rate. So I'm planning that we will exit the year very soundly at the 42 a month rate. So that's our plan, and I think we're in good shape to do that. As you mentioned then, we'll go to the next would be the 47. I mentioned in the prepared remarks, not earlier than 6 months because we need time to go to the new rate, demonstrate stability. And then as we did this time, test ourselves at a higher rate.

And in many cases, when you test yourselves at the higher rate, there's actions you have to take to go improve and ensure that we're ready to go. So we don't think we can do that faster than 6 months. And I will just reiterate what I said when we started this campaign here a year ago is it's way more impactful for us to move when we're not ready then to hold off and wait until we're ready. And we will not go to the next rate until we show the maturity in the system. I'd much rather be a month late, then go a month early in this process. And I think we've clearly demonstrated that if we deliver do the right thing, make sure we're meeting our key metrics, we can actually move faster than we planned. So in terms of the follow-on cadence I think you're right now in that we've got a significant inventory right now, and that's clearly boosting us from going from 38% to 42%. We'll also still help us when we go for to 47.

But at that point, I think we start to get more, I'll say, aligned with the supply chain in terms of inventory balances and their expectations. So we'll have to watch that. That will be -- the rates above 47, I think will be as much on how is our maturity looking, but also how is the supply chain ramping up. We've got time to work those things. I don't see anything right now that tells me we can't do that. But that's how I kind of look at that. So if you were doing -- if you were pegging these all in 6-month increments, I'd say the first 6 months are going to be easier than the following rate increases in terms of hitting that 6 months exactly.

Okay. And how will the process with the FAA compare going to 47 and 52 compared to when you did getting to 40.

Yes, we're going to use the exact same process. In fact, when we did the 5 to 7 on the 787, we use the same metrics and the same Capstone review process that we use just now moving from 38 to 42. I think both sides will understand the process and think it's a good process. So we just use that same 1 as well on this mini break up rate 8 on the 787. So I feel pretty good that the process is in place. I don't think getting through that. It might have taken a little bit longer with this first approval with the FAA, but they did a good job in moving pretty quickly. They have to coordinate with a lot of stakeholders as well. So I think -- I don't think the process is going to be an impediment in the future. I think it's more are we ready? Is the supply chain ready? And when that happens, then I think we have a good process to go get approval.

Your next question comes from the line of Peter Arment from Baird.

Welcome, Jay. Kelly, maybe could you talk a little bit more about the -- what's left for certification on the -7 and 10. It sounds like you've got a lot of confidence around it. But what are the milestones or the way we should be thinking about what's left here just given the enormous amount of testing hours and things that you've done here.

Yes. So we've got -- as I mentioned, we've got a significant number of hours of testing on this NII design. So what we've got to do is go make modifications to the test aircraft and they're both hardware and software modifications and then we go through the process, the certification of those steps with the FAA. It's pretty straightforward. And the anti-ice is still the critical path -- is still the critical path for both certifications -- now if you take the engine anti-ice out of it, there is still work to be done to complete the certification. Probably a little more work on the 10 than but not near the magnitude of what we're experiencing with the 777X program. So we think it's pretty straightforward to get through the certification of the design. We've got a lot of test data, a lot of analysis that will help us move quickly through that. And as I said, we're still planning on getting that done here in '26.

Your next question comes from the line of Seth Sipan from JPMorgan.

I wanted to ask about the 87. You mentioned the recent Capstone review and how we can think about kind of the way you went through the 37, the flow of rate increase is coming on the 87 and what some of the kind of key things you're watching are there, whether it's internal or whether it's in the supply chain, having to do with structures or engines or anything like that? And then also, whether you've kind of burned through some of the concessions there and starting to get to a better place of cash profitability on that program?

Yes. So the cadence of production increase is a little bit different story than on MAX. Obviously, the -- we weren't shut down on MAX. And so we didn't -- on 787 through the strike. So we didn't -- we don't have the level of inventory that we have on the MAX program. So our next rate increase will be from this 8%, which we should be at 8 by the end of the year and then we'll move to 10 next year. I do think on 787, the move from 8 to 10 in will be more challenging for us with the supply chain, particularly seats. We're continuing, as I've mentioned in previous calls, we're continuing to struggle with seat certifications. I think that's going to be with us for a little bit longer. We are making progress on that.

But I think seats will continue to be a constraining item for us. And then just the general supply chain on 787 because we don't have the buffer. We want to make sure that we're stable here at 8 a month rate before we go to 10. So we're planning to do that sometime next year. I'm not going to put a month on the on that yet. Maybe as we get to some stability at rate 8, we'll fine-tune that.

Your next question comes from the line of Sheila Kahyaoglu Jefferies.

The Q3 free cash flow number was solid. And Jay, you mentioned positive core free cash flow in Q4 pre the DOJ payment. So curious what BCA rates are underpinning that positive free cash flow. And just all bet a modest Q4 free cash flow exit rate, just a modest number. How do we think about 2026? Is it breakeven? Is it some low to mid-single-digit inflow of cash? Is that still doable?

Okay. Thanks, Sheila. Let me just kind of baseline you on our discussions and our update for 2025. If you recall last quarter, we talked about a usage of $3 billion for the full year. As I mentioned in my prepared remarks and would you just indicated as well, Sheila, is that better by $500 million to about $2.5 billion based on the better performance year-to-date. Let me -- what I'll do is I'll bridge you from the third quarter into the fourth quarter, so $200 million. When you go from that number, we expect a nice inflow based on seasonality, particularly with the Tanker award. And so we'd expect an uptick there about in excess of $1 billion from BDS. Partially offsetting that is BCA volumes. Right now, we're holding anywhere to slightly down from the third quarter in terms of deliveries to maybe flat. But more importantly, in there, even if we're flat, we will see lower receipts because we've got a kind of just a mix headwind where we're expecting lower 777 deliveries in the fourth quarter. So that will be somewhat of a headwind.

The next is interest expense or interest payments. Again, we have a seasonality aspect to it. So the payments in the fourth quarter will be more similar to what we saw in the second quarter. So it's about $900 million plus in the fourth quarter, and that's a step up in outflow of about $600 million. And then finally, we've got the DOJ payment. We've talked about that in the past, which is about 700. So when you reconcile all those items before the potential DOJ payment, you're in the range of positive $500 million. With the payment, that would swing into a negative net-net. But again, operationally, we'll see better performance in the fourth quarter relative to the third and a pretty good exit rate as we think about next year. As I think about next year, look, it's encouraging what we've seen so far. The performance has improved throughout the year. We see that particularly in the free cash flow on an operating basis. But it's early for me to really make a strong kind of call on that right now. I'm still going through the planning process. There's a lot more that I need to get into in terms of the puts and takes on the full year basis for next year. And I'll give you just a lot more color on that. in January. But as I mentioned, things are trending favorably, and we're bullish on our outlook.

Your next question comes from the line of Scott Deuschle from Deutsche Bank.

Just a follow-up on that last question, Jay, I was wondering if you could share your perspective on this $10 billion free cash flow target, the company set out there for a while. And just more specifically, is that a target that you're willing to endorse? And if so, do you think the business is on the trajectory to achieve it in the next handful of years?

Thanks, Scott, for the question. Just maybe taking a step back in the 2.5 months that I've been here. Overall, as I mentioned in the prior question, we've made great progress this year. We still have plenty of runway to go as we stabilize the business and complete the development programs. Right now, my observation is the foundation is in place, and that will lead to steady and gradual improvement over the upcoming years. and I expect the financials to flow. Again, just like for next year, it's really a little early for me to comment on a specific long-term framework, but I'm confident in the underlying cash generation capability for us to return historical levels that you've seen before. You've got a great backlog and operational excellence will be the key to unlocking our cash flow potential. Over the coming months, I plan on assessing our operating plans and the cash flow of the drivers to develop the framework I look forward to presenting that to you at the appropriate time. But it's just a little early for me to do that right now.

Your next question comes from the line of Kristine Liwag from Morgan Stanley.

Again, Jay. Kelly, you mentioned that the Jefferson deal is closing next quarter. You also received approval from the EU for the Spirit deal 2 weeks ago. Taking a step back, can you share your thoughts on how you think about the Boeing portfolio today, your priorities for M&A? And also any color on the effect of these 2 items and free cash flow next year?

Well, look, I think the 2 items here that we've got imminently in front of us our focus from an M&A perspective here right now getting through the Jefferson close pretty close on that. I think that's likely going to close a little bit before the Spirit transaction. And as you said, we've got EU approval on Spirit, but we're still waiting for the U.S. approval with Spirit. We don't see any showstoppers here, but we expect to get that done. And then we're on to the integration phase. We have to de-integrate the Jefferson business from our digital of business. We've got great plans to do that and then the reintegration of our Spirit business, and that will come over the next couple of months after we get into the close. So look, that's our focus right now. I don't have any other areas to point you to in terms of M&A for us right now.

Your next question comes from the line of Doug Harned from Bernstein.

Kelly, at the beginning, you talked a little bit about investment in Charleston. And on the 787, though, our understanding had been that you can really go from 7 to 10 a month in Charleston without that much material CapEx adds but going to 12 and 14 will require more and an expansion of the facility. So when you're looking at Charleston right now, what needs to be done to go to 12 to 14 a month? And then the investment you're discussing today is that related to the 10 a month or are you already making steps toward going to those higher rates?

Yes. We're already making steps for the higher rates. You're right, we could probably -- if we thought capping at 10 was as far as we go, we would not be investing in expanding Charles. So we're going to have a formal groundbreaking. But essentially, what you're going to see if you've been to Charleston, we're going to double the footprint manufacturing footprint. Now we don't need double, but it also gives us a lot more flexibility for some storage space as well. So a major expansion of the Charleston facility, and it's all around getting to rates higher than 10%. We think that the market demand will allow us to get to rates in the teens and that's what we're focused on putting the capital in place, getting the facilities in place. Obviously, if the facilities come online, they'll help us at rate 10, but we don't need that. And I think we're looking at really 2028 before we're really utilizing that expanded facility.

Can you mention at all the CapEx trajectory you're talking about for this?

We expect that to increase next year, Doug. Again, I think in the -- when we kind of gave you the '26 framework in January, we can provide more color, but there will be some higher CapEx in 2016 related to both this as well as the growth in expansion in St. Louis.

Your next question comes from the line of Gautam Khanna from TD Cowen.

Welcome, Jay. Kelly and Jay, I know you touched on seat certification as a potential constraint on 87 production hikes. I was just wondering more broadly, if you can talk about where you see the pinch points in the supply chain today and kind of across the programs as you move forward in rate, where are you most concerned that bottlenecks may emerge?

Yes. So again, I made a few comments on this already. I think you do need to break down between the 737 supply chain and the 787 or the widebody supply chain because we have this excessive amount of inventory. So look, I think in general, I would just comment that the supply chain is doing well. We do have constraints still around seating, but we know what those are. We've got specific actions with the suppliers. And some of that is on Boeing to get the actual seat installations certified on the aircraft. So we're working through those. There's nothing else I would highlight. I mean we have to watch the continued demand on the engines in both the forward fit and the aftermarket and the durability upgrades that are going on in the market. So that will be an area that we'll continue to work with GE and CFM on. But there's nothing I would particularly focus on. But this really is one of these things where that could change tomorrow. We have to keep tabs on all of our supply chain we need all the parts.

But I think in general, we're doing well. I think people also are gaining confidence in our ability to meet our production output. So the fear of people discounting our production in the supply chain, I think, is diminishing going forward as well.

Rob, time for 1 more question here.

Certainly, your final question comes from the line of Scott Mikus from Melius Research.

Kelly and Jay. Jay, you've been at the company for 2.5 months now. Just curious, what are your early observations? What are your priorities? And given that the company will end the year with about $33 billion of cash after Jesus sold, how are you thinking about the balance sheet and what you want to do with that cash balance?

Yes. Let me then Scott kind of work maybe backwards here. On the cash balance sheet, I think with the completion of both transactions, we'd expect the cash balance to be closer to probably in that 28% range, so high 20s, not as high as 33%. As far as observations, look, I've come in here, there's been a lot of enthusiasm. As I mentioned in my prepared remarks, the team has embraced me with open arms. It's made my transition as seamless as it can be. This fair amount that I need to get up to speed on in the company. And again, everyone is helping me do that. As far as some of the culture changes that we've seen, as Kelly mentioned, I see a lot of enthusiasm. I see a lot of excitement about the recovery that the company has embarked on. People are committed. They're dedicated and they want to be part of the improvement. So it's easy to walk in, at least easier for someone like me to walk in cold to an environment like this. where everyone is really operating and working on the same direction. Overall, in terms of what I need to focus on and my priorities in the short term, it's really getting up to speed and to put myself in a position to be a valued contributor, it's maintaining the focus on fully restoring the health of our balance sheet.

It's enabling and driving the planned improvements of our recovery and ensuring that they are sustainable. And finally, it's keeping an eye on the future while maintaining the focus on the short-term and medium-term recovery. So again, first things first, get up to speed and then contribute and drive us and be a participant in this recovery. And again, we're on a good path here. So I'm very excited to be here.

That completes the Boeing Company's Third Quarter 2025 Earnings Conference Call. Thank you for joining. You may now disconnect.