We can subcontract out to other companies to remanufacture the radomes to accommodate the camera. To make the brackets to pick any piece of those — of that eight-piece wire harness and have other people do a piece of the eight pieces or all of the eight pieces at third-parties or use multiple third-parties to increase our manufacturing capability, not necessarily internally, but externally. Getting up to speed to be able to do a minimum of 100, what is teaching us is the most expeditious and cost-effective way to build these kits, so that if we’re going to contract if we get the demand and we need to go to 500 kits a year. Well, let’s say 500 kits a year that would — we either build up the internal capacity to more space to do more ourselves or once we understand the right most efficient way to do it, we then contract that out to several vendors that make the kids and then we review the — on a quality basis, the kits that third-party to me.
Matter of fact, the first 10 kits that we did were manufactured by another party and we had to do a lot of rework on those ourselves, because they didn’t really understand how to build the kits, the wiring harness kits. So, we’ve learned a lot along the way and we’re in a good stead to build to do the 100 minimum kits this year. And again, if we get an order for something significantly more than that, we’ll subcontract that out if we can’t build a capacity fast enough ourselves to do it. Now the flip side of that is that’s the installation kits. Manufacturing the Elbit Hardware is a little different story, I don’t know that their supply chain can spool up as quickly to manufacture 100s of kits within a short period of time. I think that, that typically takes longer.
And so, airlines ultimately for the large order, we’re going to have to wait until Elbit can produce their side of the kits.
Unidentified Participant: Okay. That’s very good color there. Just one last quick one, just going back to your comments on feedstock in USM and how it’s pretty strong in January and February. If you could just provide some context where you’re seeing the greatest strength. I think you alluded to more on the engine side. Given the issues there at the OEM level. Just would love to hear your perspective on some of the green shoots there? Thanks.
Nick Finazzo: So now that engines are going into the shop and being repaired and demanding material, USM is not able €“ again, USM on the engine side is never able to — good USM. Now if you part out an engine and you have 500 parts from an engine, you’re not going to consume 500 parts, because a lot of those parts when an engine goes to the shop can be reworked. The good USM on the engine side that I referred to are the material that either is like limited parts or hot section parts. These are parts that were out due to heat and fatigue and you end up throwing them away once they get to a certain point. You can never get enough of the hot section parts or the life limited parts on an engine that’s in service and consuming — and having a lot of shop visits.
When I refer to good USM, that’s what I’m referring to on the engine side. There’s never enough of that. So as the shops are picking up, there’s not enough USM to supply all that customers are forced to buy PMA parts or they’re forced to buy brand new parts from the OEMs. So, again, I guess that’s part of your question. What’s the other part?