Michael Linenberg: Okay. Okay, very good. Thanks everyone.
Operator: Thank you. One moment please. Our next question comes from the line of Jamie Baker of JPMorgan. Your line is open.
Jamie Baker: Hey, good afternoon, gentlemen. So, appreciate the Airbus commentary before. Just wondering if you have any specific GTF-related assumptions embedded in the forward six months guide? Or if it’s just business as usual?
Barry Biffle: So, thanks, Jimmy. We don’t have any of the engines and in fact the ones that were impacted were manufactured through September of 2021. We did not take an aircraft – we didn’t take a GTF until actually year later. And that actual engine was manufactured, both those engines were manufactured in May of ‘22. So, we are about six to eight months past the risk profile of those so.
Jamie Baker: Good. Good. And, looking forward, later this year, when you give us some color on 2024 costs, any updated thoughts on whether you may choose to accrue for new pilot economics or are you still debating this internally? And I suppose more importantly, when you think about your earnings profile once pilot costs are mark-to-market, do you think about the network any differently? I mean, basically, do you envision flying any differently? Or is it just as simple as, hopefully, raising fares in hopes of preserving margins.
Barry Biffle: Look, so, I think there’s a couple things. One we’re very early. I know there was a group of you asking another airline about whether they should include it and their contract I think had been open for several years. We’re not in that situation so, right. So it’s very early, we just had our first meeting. So I don’t think, I think we’re a little premature on that. But let’s just talk about, yes, we are going to pay our pilots more at some point. We’re going to pay all of our workers more at some point. And so that’s why we’re constantly innovating and looking for ways to improve our situation. So, I’ll go back to previous question about moderating growth. That’s going to be worth several points right there just in RASM to help pay for it.
We can get past the current operational environment or at least, I don’t know that we’ll get past the operational environment because I believe that the forecast is, is the ATC staffing stays low for a few years, but we can plan around it much better. And so, I expect that by 2024. We made some close in tweaks. But when you, like any plan and you are a airline geek.
Jamie Baker: Yeah.
Barry Biffle: I know, I know, you know the network works. The more – the sooner you know the inputs to putting together a plan, the better and the more optimized it is. So as we think about 2024 and probably really are spring and beyond which is most impacted, just simply because of the weather-related impacts. We are going to build from the ground up completely different firebreak assumptions and buffers. So, you would expect that we would get the majority of this benefit back by planning around the operational impact.
Jamie Baker: Got it.
Barry Biffle: And then, and then, as you, well know, and I think we’ve probably been the leaders in ancillary and revenue-related pipeline. So, we’ve got kind of a robust pipeline there. So I believe that we will have by the time we get new labor contracts, we will have ample capacity to pay for it with all the things that we have in the tank to expand our margins.
