Duane Pfennigwerth : And just a quick one for Gerry. Can you speak to how much sale-leaseback activity you’d expect to utilize this year? And can you just help us bridge, just remind us what’s the difference between net CapEx and an all-in gross CapEx?
Gerry Laderman : Yes, I’m just trying to add together the sale-leasebacks we’re doing. It’s probably 20 or — 20 to 30 aircraft. Keep in mind, we use sale-leasebacks just as another form of financing, where even if it’s a sale-leaseback, we’re going to maintain control over that aircraft for its remaining useful life. And net CapEx, meaning CapEx net of financing or what you’re asking there?
Duane Pfennigwerth: Just the guidance is a net CapEx guidance. So how would that CapEx guidance compare to just the value of the fleet that you’re bringing on?
Gerry Laderman : No, it’s $8.5 billion total CapEx. Yes, it’s gross.
Operator: Our next question comes from Helane Becker from TD Cowen
Helane Becker : So lately, we’ve been seeing a lot of articles about pilots refusing to move from the right seat to the left seat and being short captains. And that’s something that existed for the regionals. But I didn’t — I was surprised to see it exists for major airlines as well. And I’m just wondering if the new contract addresses that and how you think about having enough captains to fly what you’re intending to do?
Scott Kirby : The short answer is, yes, the new contract does address that. It is also — it’s interesting, it’s the first time that I’ve ever known it to happen in the airline industry. And it’s one of those interesting artifacts of so much growth at United. In the past, you spent 10, 12 years sometimes before you get your first shot at captain. If you didn’t take it on the first shot, it might be another five or six before we came around again and so everyone took it. But now our pilots have enough confidence in the future, I think, as they should in that they can wait and let their seniority go up a little more, which helps the quality of life. And so we have had not as many captains as we’d hope upgrading. It hasn’t affected capacity yet.
It is going to impact capacity in the fourth quarter. That’s all in our numbers, by the way, already. But the good news is the contract, I think, fixes that. It depends. I’m not sure how long we do we get 100% back. I think it will be the second half of next year. The union leadership thinks it will be a lot faster than that. But somewhere in that timeframe, we’ll get back to a full level of captains. That’s a transitory issue that’s already in our numbers, but we’re on a good path. And the one data point I have is our first captain — our most recent captain gate closed last night, and it was meaningfully better, and they haven’t even seen the new country yet. They just know that there is direct. It’s already made a difference. And this is a unique issue that will be in the rearview mirror sometime next year.
Helane Becker : That’s very helpful. And then my other question is kind of unrelated. The app that allows people where you’re — I guess you’re pushing meal vouchers or hotel vouchers or whatever to customers, how does that figure into your costs? Like how do you know what the impact of those that — I don’t know how to ask the question — of that technology. Like how do you figure out the impact of that on operations by pushing to customers rather than making them, I guess, go to a gate agent for a voucher?
