Quint Turner: But Frank, as we look forward at the placements for aircraft, as Mike commented, most all of these are going internationally. So we don’t anticipate operating those through the airline. So I think what, over 80% or something or international placements in ’23, ’24. And so that will, to your point, they won’t drive a demand for additional pilots. It’s more about keeping pace with that attrition that Rich mentioned.
Quint Turner: And if you look at — I mean, just the next 2 years are going to be 40 airplanes we’re putting out. And you look at the diversification, we’re getting away from some of our larger lessees, it’s a great story because we’ve got stability, we’ve got visibility to cash flows, and we’ve got a differentiated business model going forward into different parts of the world.
Frank Galanti: So I wanted to ask about the 767-200s. Can you kind of talk about, so in the press release, you had an expectation of at the end of ’23 being down 8 planes. Can you sort of talk about the age and efficiency interest in that platform? And then kind of second part of that, last year, you took in-house, the engine services for that plane. You sort of talked about $45 million of EBITDA contribution from that. Where does that sort of stack relative to what you expected in ’22 versus ’23 with sort of the changes in that platform?
Quint Turner: Yes. In terms of the last part of that question, I don’t know if Mike might jump in the first part on the 200s, but your question about the engine piece. Yes, for ’22, it was right around the $40 million that we talked about at the beginning of the year when we gave you guidance in terms of that EBITDA contribution. Remember, there was kind of a step-up there because we ended a long-time PVC agreement with a provider, and we went to the pooling structure that we have now, where we essentially — we overhaul, we maintain that pool of engines and make it available to lessees who operate the aircraft. So on a ’23 versus ’22, there won’t be much of a change. In other words, it’s not a big driver of incremental EBITDA. That was sort of that — changing that structure from ’21 to — late ’21 to ’22 that drove that $40 million increase in ’22. So pretty much a stable contribution in ’23 versus ’22 from the engine piece.
Mike Berger: In regards to the first part of your question about the demand for the 767-200, we’ve seen still very, very good demand for the airframe. And as Rich has mentioned in his opening remarks, we certainly will have some opportunities to sell some of those airframes as well as re-lease them out to the marketplace. So as we view those opportunities and we’ll kind of have our choice, if I could put it that way, to pick and choose what’s best for us as we get those returns, couple that with the engine program, the pool of engines that Quint mentioned, that we still feel that the — or still not only feel but see strong request and strong demand for that airframe.
Operator: Our next question comes from Howard Rosencrans with VA. Your line is open.
Howard Rosencrans: I guess I just want to understand the — I mean, obviously, the market is having a different reaction to what you’re seeing in terms of one of the prior speakers commented on “great story”. So I just — to simplify in terms of the growth CapEx, you’ve got $600 million in ’23 and it sort of implies about $600 million in ’24. Is that sort of related to — again, just oversimplify without the breakdown between BA and the Airbus equipment. Ostensibly, we’re talking about the $27 million, $30 million per
Rich Corrado: I’m sorry, Howard, you cut off there.
