So the connection is that, when we first got involved and did the LTA and everything, MRAS was a sub of GE Aviation, subsequent to when we are getting on these programs. GE Aviation sold MRAS to ST Engineering. That’s the little secret there. Boeing 747, those are spares and they cancel the program, we are still making spares. Let’s go on to Slide 17. So let me explain something. Park Composite Materials are sole source on a primary structure component for the Passport 20 Engine, for the Global 7500, 8000, not included in the MRAS LTA. This is a little confusing, because for the nacelles and thrust reversers, that is included in the MRAS LTA. This is a different structure. This is a primary structure in the engine, and that actually is not part of – that’s not an MRAS program.
That’s a GE Aviation program. That’s why that component is not included in the MRAS LTA. But you shouldn’t believe that the Passport 20 Engine Program is not in the MRAS LTA for all the nacelles and TR materials. It is in the LTA. And a fan case containment wrap for the GE9X engine for the 777X aircraft, that’s produced with our AFP composite materials, not included in the MRAS LTA, not yet anyway. And the reason I say that, is this program seems like it’s about to move and MRAS already said they want to get it in the LTA. So let’s see what happens with that, but not at this point. I mean it is to MRAS, just not in the LTA yet. MRAS qualification of two proprietary Film Adhesive formulations in progress. That’s wonderful news that the qualification’s in progress.
Park, MRAS, I always put them first. MRSA/Park LTA through 2029. It’s recently amended to include three Park Film Adhesive product forms for composite bond and metal bond. Again, very wonderful news. And then the Life of Program agreement we talked about that last time, it was requested by them. What’s it worth to Park? I don’t know. I mean, what’s Life of Program? 20 years, 25 years? I don’t know. And if you look at – I think it’s our outlook, was at Slide 34, we say it’s about $55 million a year. So you could do your own math and figure that out. Now, starting, if we continue after 2029, which most betting people would say, yes, we are going to continue. That normally will be higher because pricing would go up at that point, of course. But just do your own math, if you want to calculate on your iPhone.
So Slide 18 update on GE Aviation Jet Engine Programs, the A320neo Aircraft family, the CFM LEAP-1A engine, that’s the 319neo, 320, 321 and the A321LR and XLR. This is the big dog, this is the big kahuna in the GE Aviation in terms of our GE Aviation work. Airbus has a huge backlog, and I would do say that’s huge of A320neo family aircraft at 6,720 airplanes. That’s a lot of our airplanes, I mean, I’m sorry. During the Airbus’ first half earnings call on July 2023, they just reaffirmed their plan to achieve a rate of 75 A320neo. Airbus family deliveries per month in 2006. You got a little nuance there? If they were saying at the end of 2026, not saying that anymore. They’re just saying 2026. I don’t know if I’m reading too much into it, but they’re just not saying end of 2026 anymore.
So I don’t know. I’m not sure what’s going on there. Maybe it’s nothing. Will Airbus that rate at 2026? Hard to say, but based upon their huge backlog, huge backlog, there’s very good reason to believe they’ll get there in 2026, for some time in the not too distant future thereafter. Here’s a nice picture of A321neo, that’s their biggest seller in that family at this point. How is Airbus doing with your planned ramp-up? Let’s go on the slide, what is it, 19? Not too bad according to reports, 2023 year-to-date through August, I have September in here yet. I’ve been working in the presentation for a couple of weeks. September’s info was not, I don’t think, reliable yet, so I just didn’t go there. Airbus delivered an average of 43.5 Neo aircraft per month.
