Michael Linenberg: Okay. Sorry about that – let’s see. Just with respect to in the release, Alex, you talked about finalizing in September, your agreements with the lessors and the OEMs. Presumably, that’s just dotting your eyes, crossing your ties. Is there anything else in that that we should expect, like with respect to CapEx later this year, what your CapEx plans are for next year? What else needs to get done other than maybe what you’ve shown in the release here? Thanks.
Alex Malfitani: Thanks, Mike. Not much. It is a bit of gating the eyes and crossing the Ts. It’s also issuing the unsecured 2030 notes that’s part of the negotiation with lessors, implementing the equity instrument that we negotiated. So those are all kind of conditions subsequent to all the agreements that we have signed, but then now we need to deliver on those mechanisms. In terms of CapEx, this year is still going to be lower than sort of our recurrent CapEx here. In terms of recurring CapEx for your modeling, I mean, we talked about something in the BRL1.8 billion to BRL2 billion. To remind everyone, this is all maintenance CapEx. We don’t have CapEx coming from new aircraft because we – most of the aircraft that are coming are going to be under operating leases. Over time, we would like to do some capital, some finance leases, but you don’t need to expect any cash outflow from new aircraft. It’s all about maintenance and especially engine overhauls.
John Rodgerson: And Mike, if I can just add one thing, although the documentation is still being finalized, we’re paying the new rents. We’re acting under the new agreements. We’ve already had celebratory dinners with the lessors on the agreement because the capital raise happened in July, and this all kind of follow suit from there. And so no issues at all. And for full disclosure, we have one lessor. We didn’t get over the line, represents less than 4% of our total leases. It’s actually, as somebody just pointed out that it’s 2.7%. And so – and we’re still talking to them, but we’re done. We’ve turned the page, we’re moving forward.
Michael Linenberg: One other, can you just tell me what your liquidity will be in rough numbers at the end of September? I mean – and if I use sort of the BRL5.5 billion as a base, which was the end of June, you incorporate the USD 800 million. There’s probably some put and takes there? What would be a good liquidity guide that you could provide us?
Abhi Shah: Yes, we have some payments that we made right on the 2024 note. There was a 19% paydown on who accepted the exchange. We have some advances that we had gotten from one of our lessors. We are paying down some of our convertible debentures. So when you kind of bake all of that in, we’re going to be between $4 billion and $4.5 billion.
Michael Linenberg: Okay. And then just one quick last one. Your other revenue has obviously been an area of good strength for you when I think about your vacation business and TudoAzul, it is down year-over-year. That’s obviously being driven by cargo. Can you tell us if we were to pull cargo out of that what the other ancillary businesses would be up on a revenue basis, maybe rough numbers? Thank you for taking my questions.
Alex Malfitani: Yes. So Mike, just on that line, essentially that’s all cargo. There’s a little bit of charter on it. Everything else in terms of TudoAzul is on the passenger side, right? So as it’s growing a lot. TudoAzul is growing a lot. Cargo domestic is growing, like Abhi mentioned. But that line is basically cargo and charters.
Michael Linenberg: Okay, thank you.
Operator: So moving on to the next question. It will come from Guilherme Mendes, sell-side analyst, JPMorgan. Guilherme, we will open your microphone, so that you can ask your question. Please proceed.
