보잉 2026년 3분기 실적 발표 요약

보잉(NYSE: BA)은 2026년 3분기 연결 매출 증가, 영업 수익성 개선 및 양의 잉여현금흐름을 기록했다고 발표했습니다. 또한 경영진은 상업용 항공기 인도량 증가, 프로그램 마진 개선, 방산·우주·보안(BDS) 및 글로벌 서비스(BGS) 부문의 성장에 힘입어 2029년 약 100억 달러를 목표로 하는 다년간의 잉여현금흐름 목표 체계를 제시했습니다.

핵심 요약

• 3분기 매출은 전년 동기 대비 4% 증가한 242억 달러를 기록했습니다. 영업이익률은 1.5%로 개선되었으나, 핵심 주당순이익(Core EPS)은 -0.34달러로 적자가 지속되었습니다.
• 약 7억 달러 규모의 법무부(DOJ) 합의금 지급과 계획된 설비 투자가 있었음에도 잉여현금흐름은 4억 6,400만 달러를 기록했습니다.
• 보잉은 737기 124대와 787기 22대를 포함해 총 161대의 상업용 항공기를 인도했습니다. 이는 2018년 이후 분기 기준 최대 상업용 항공기 인도량입니다.
• 경영진은 잉여현금흐름이 2026년 약 20억 달러에서 2027년 약 30억 달러, 2028년 60억 달러, 2029년 100억 달러로 증가할 것으로 예상하고 있습니다.
• 737-7 및 737-10 기종은 미 연방항공청(FAA) 인증을 획득했습니다. 보잉은 추가 비행 시험 승인이 필요함에도 불구하고 첫 777-9 인도를 2027년으로 계속 예상하고 있습니다.
• 보잉은 사상 최대 규모인 7,450억 달러의 수주 잔고로 이번 분기를 마감했습니다. 상업용 항공기(BCA) 부문이 6,120억 달러, 방산·우주·보안(BDS) 부문이 1,010억 달러를 차지했습니다.

핵심 재무 데이터

사업 및 운영 실적

상업용 항공기

보잉 상업용 항공기(BCA) 부문은 161대의 항공기를 인도하고 107억 달러의 매출을 올렸습니다. 수주 잔고는 6,300대 이상에 해당하는 사상 최대치인 6,120억 달러로 증가했으며, 여기에는 터키항공, 에티오피아항공, 루프트한자의 주문이 포함되었습니다.

보잉은 이번 분기 동안 124대의 737 항공기를 인도했습니다. 경영진은 월 47대 수준의 생산 안정화 지연으로 인해 연간 인도량이 기존 목표치인 500대에 미치지 못할 것이라고 밝혔습니다. 회사는 해당 생산율의 안정화가 2027년까지 이어질 것으로 예상하며, 2027년 하반기에는 월 52대를 목표로 하고 있습니다.

날개 생산은 여전히 737 시스템의 주요 제약 요인입니다. 보잉은 생산 능력을 확충하고 예상했던 공정 효율 개선 효과를 내지 못한 프로세스를 수정하고 있습니다. 또한 월 52대 수준으로 시스템을 동기화하기 전에 동체 생산량 증대도 필요합니다. 경영진은 엔진이 이번 생산 방정식의 제약 요인은 아니라고 언급했습니다.

787 프로그램은 월 8대 수준으로 안정성을 유지하며 이번 분기 동안 22대를 인도했습니다. 보잉은 좌석 인증 문제로 인해 인도 시점이 불균일해지고 엔진 인도가 생산 속도를 결정짓는 주요 요인으로 작용하고 있음에도 불구하고, 2026년에 월 10대 체제로의 전환을 시작할 계획입니다. 찰스턴 공장 증설 조업이 진행 중이며, 추가 생산 능력의 대부분은 2027년 말부터 가동될 것으로 예상됩니다.

777X의 경우, 경영진은 2027년 첫 인도가 이루어질 것이라는 기존 전망을 유지하고 있습니다. 생산은 월 약 1대 수준으로 진행되고 있으며, 2027년 대부분 동안 이 수준을 유지할 것으로 예상됩니다. 보잉은 ETOPS 시험을 포함한 남은 비행 시험 프로그램을 시작하기 위한 승인을 여전히 진행 중입니다.

방산·우주·보안

방산·우주·보안(BDS) 매출은 기밀 프로그램, 미사일 및 무기체계에 힘입어 15% 증가한 79억 달러를 기록했습니다. 스피릿(Spirit)은 분기 매출 중 약 1억 6,000만 달러를 기여했습니다. 해당 부문은 230억 달러의 신규 주문을 수주하며 사상 최대인 1,010억 달러의 수주 잔고로 분기를 마감했습니다.

보잉은 미 해군의 차세대 전투기(FAXX) 사업 사업자로 선정되었습니다. 해당 수주는 사업자 선정 및 평가 절차가 완료되지 않아 3분기 수주 잔고에는 반영되지 않았습니다. 경영진은 또한 7년 기간의 PAC-3 탐색기 계약과 F-15EX 22대 추가 주문을 강조했으며, 이로써 총 계약 수량은 120대가 되었습니다.

경영진은 BDS 매출 성장률이 한 자릿수 중반 이상으로 향할 것으로 기대하고 있으며, 2020년대 말까지 한 자릿수 후반의 영업이익률을 지속적으로 목표로 하고 있습니다. 보잉은 F-47 계약이 원가보상 방식(cost-plus)인 반면, FAXX 프로그램은 경영진이 적절한 계약 구조라고 설명한 방식을 적용하고 있다고 밝혔습니다.

글로벌 서비스

글로벌 서비스(BGS) 매출은 4% 증가한 56억 달러를 기록했으며, 디지털 항공 솔루션 매각을 제외하면 11% 증가했습니다. 영업이익률은 18.3%에 달했으며, 민수 및 정부 서비스 부문 모두 두 자릿수 마진을 기록했습니다. 해당 부문은 50억 달러의 주문을 접수하고 330억 달러의 수주 잔고로 분기를 마감했습니다.

경영진 전망

경영진은 2026년 잉여현금흐름 전망치를 약 20억 달러로 축소 정교화했습니다. 이는 KC-46A 공중급유기 Lot 13 선수금 수령과 계절적 운전자본 효과를 전제로 합니다.

회사 다년간 잉여현금흐름 목표는 다음과 같습니다.

2027년 목표는 연중 777X 인증을 완료하는 것을 전제로 합니다. 경영진은 상업용 항공기 인도량 증가, 737 및 787의 현금 마진의 소폭 개선, BDS의 지속적인 개선, BGS의 견조한 성장을 예상하고 있습니다. 이러한 긍정적 효과는 상업용 항공기 고객 선수금 감소, 기존 현금 유출, 약 50억 달러의 설비 투자로 인해 일부 상쇄될 것으로 예상됩니다.

설비 투자(CAPEX)는 2028년과 2029년 모두 약 40억 달러 수준이 될 것으로 예상됩니다. 경영진은 장기적으로 정상화된 매출 대비 약 3%~4% 수준이 적절하다고 말했습니다.

2029년까지 보잉의 잉여현금흐름 체계는 737 월간 인도량 50대 중후반, 787 월간 인도량 약 12대, 그리고 777X의 양의 현금 창출을 전제로 합니다. 경영진은 인도량과 마진이 계속 개선됨에 따라 100억 달러 목표를 넘어선 추가 성장 잠재력이 존재한다고 설명했습니다.

2026년의 경우 보잉은 787 인도량을 90대에서 100대로 계속 예상하고 있으나, 현재는 그 범위의 하단에 가까운 결과를 예상하고 있습니다. 2027년 총 BCA 인도량은 10% 이상 증가할 것으로 예상되며, 프로그램별 상세 내용은 추후 발표될 예정입니다.

리스크 및 주시 영역

• 737 생산 시스템은 아직 월 47대 수준에서 지속적인 안정성을 입증하지 못했습니다. 날개 생산량 증가 및 이에 따른 동체 생산 확대는 월 52대로 전환하기 위한 주요 전제 조건입니다.
• 좌석 인증 문제는 787 인도 시점에 영향을 미치고 있으며, 엔진 공급은 계획된 생산 증대의 주요 제약 요인으로 남아 있습니다.
• 777X는 추가적인 FAA 비행 시험 승인이 필요합니다. 경영진은 더 이른 날짜를 목표로 노력하고 있으나, 2027년 잉여현금흐름 계획은 연중 인증을 완료하는 것을 전제로 하고 있습니다.
• 날개 부품 공급업체 차질로 인해 777 화물기와 767 급유기 생산 라인이 영향을 받았습니다. 보잉은 영향이 감소하기 전까지 향후 몇 분기 동안 비정상적 비용이 발생할 것으로 예상합니다.
• BCA 고객 선수금 감소는 특히 수주 환경이 강했던 2026년에 비해 2027년 현금흐름을 수십억 달러 감소시킬 수 있습니다.
• 경영진은 높은 연료 가격을 주시하고 있습니다. 보잉은 고객사들이 주문 계획을 수정한 사례를 보지 못했으나, 고유가가 지속될 경우 항공사의 성장 수요가 둔화될 수 있습니다.

애널리스트 Q&A 주요 내용

경영진은 777X 인증 및 인도가 1~2개월 지연되더라도 2027년 약 30억 달러의 잉여현금흐름 목표 내에서 흡수될 수 있다고 밝혔습니다. 보잉은 해당 연도에 약 10~15대의 777X 인도를 예상하며, 기제작된 737-7 및 737-10 항공기 약 30대를 인도할 계획입니다.

상업용 항공기 마진과 관련해 경영진은 공급망 비용 상승과 생산율 조정이 현금흐름 전망치에 이미 반영되어 있다고 언급했습니다. BCA는 2028년 초 영업이익률 손익분기점에 접근할 것으로 예상됩니다. 2029년까지 경영진은 787 마진 실적이 비율과 절대 금액 모두에서 2018년 수준을 상회할 것으로 예상하는 반면, 737은 2018년 수준으로 회복되지 않을 것으로 예상하고 있습니다.

경영진은 새로운 잉여현금흐름 궤적이 보잉의 장기 수익 잠재력 변화가 아니라 약 1년 정도 순연된 것에 불과하다고 설명했습니다. 또한 개발 프로그램 리스크 감소, 상업용 생산 회복, 방산 계약 구조 개선, 주요 전투기 사업 수주를 다년간의 목표를 제시할 수 있는 근거로 들었습니다.

실적 발표 전체 녹취록

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전체 실적 발표 컨퍼런스 콜 녹취록

경영진 발표

Operator

Thank you for standing by. Good day, everyone, and welcome to the Boeing Company's Third Quarter 2026 Earnings Conference Call. [Operator Instructions] Please be advised that today's call is being recorded. The management discussion and slide presentation, plus the analyst question-and-answer session are being broadcast live over the Internet. [Operator Instructions]

At this time, I'll turn the call over to Mr. Eric Hill, Vice President of Investor Relations for opening remarks and introductions. Mr. Hill, please go ahead.

Eric Hill

Thank you, and good morning. Welcome to Boeing's quarterly earnings call. With me today are Kelly Ortberg, Boeing's President and Chief Executive Officer; and Jay Malave, Boeing's Executive Vice President and Chief Financial Officer. This quarter's webcast, earnings release and presentation, which include relevant disclosures and non-GAAP reconciliations are available on our website.

Today's discussion includes forward-looking statements that are subject to risks and uncertainties, including the ones described in our SEC filings. As always, we will leave time at the end of the call for analyst questions.

With that, I will turn the call over to Kelly Ortberg.

Robert Ortberg

Well, thanks, Eric, and good morning, everyone. Thanks for joining in today's call. As we enter the final months of the year, we're continuing to make progress across our businesses, having completed many of the key milestones in our 2026 plan and building on the trust we've restored with our stakeholders.

Through the third quarter, we delivered 161 commercial aircraft, the most since 2018. We received FAA certification for the 737-7 in July, and the 737-10 just last week. We reached a new 4-year agreement with Union representing our engineering and technical workforce in the Pacific Northwest avoiding any work interruption. And we secured major program awards across our defense and space portfolio, including multibillion-dollar contracts on key programs like the PAC-3 and the F-15EX. And we scored a generational win with the U.S. Navy when they selected Boeing to design, build and deliver its sixth generation fighter jet, making Boeing the exclusive sixth-generation fighter company for both the U.S. Air Force and the U.S. Navy.

These accomplishments reflect the significant progress we're making and they're made possible by the sustained focus of our team on safety, quality and performance. We know there's more work to do, and I've said before, our progress is not always going to be perfectly linear, but we continue to improve, and I'm confident we are on the right track. I'll touch on the highlights I just shared as well as areas that require more attention in the quarters ahead, and let's start with our development programs.

All year, we said that certifying our new aircraft models is one of our most important goals. The FAA certification of the 737-7 and the -10 represents the culmination of nearly 1,500 test flights and more than 4,000 hours of ground and flight testing. And I want to thank our employees who worked on or supported these programs and never lost sight of our mission; and to our customers and partners, I extend my gratitude for the steadfast support and confidence in these airplanes. And we look forward to the newest members of the 737 MAX family, delivering on their promise of greater efficiency and more capability.

With the 737-7 and -10 FAA certification were complete, our focus now centered squarely on the 777-9. We continue to make progress on flight testing and still need approval to begin the balance of the flight test program, including ETOPS testing. We continue to expect first delivery in 2027 and all of our latest assumptions continue to be within the EAC we reset last year.

Turning now to our commercial factories. On 737, we continue to work towards stabilizing production at 47 airplanes per month. Our factory key performance indicators are performing well particularly in the final assembly, where we've seen a 40% improvement in rework since the start of last year. However, as I mentioned at a conference last month, it is taking us longer than we had expected to demonstrate performance at rate 47. We're making progress, but we still have more work to do, and I'm expecting it will take us into next year to get fully stable at this rate.

Our output of wings is improving, but we need to demonstrate sustained performance at this level and ensure we have a high confidence plan to step up to rate 52 when the system is ready. To reach 52 aircraft per month, we have to get the North Line certified and producing our back shops, including wings, stable and ready and fuselages in which to stable at the higher rates.

Taken together and integrating our learning from this year, our financial plan will target rate 52 in the back half of 2027. And as I've said many times before, it's more important that we do this ramp right than what particular month we achieve a rate break, and we'll stay disciplined here.

Switching now to 787. We are stable at 8 aircraft per month, while the factory is performing well. While we have stability in our factory, delivery cadence has been uneven month-to-month due to the seat certification challenges we've discussed previously. We are seeing increased stability in our supply chain and closely watching engine delivery performance as it remains the pacing item for rate 10. We still expect to start the transition to 10 per month yet this year, and we're making good progress on our Charleston expansion to support even higher production rates.

Beyond the progress we're making in our factories, we're also continuing to position Boeing for the long term. That is showing up in the quality of our backlog, the demand we're seeing across the portfolio and in the investments in program wins that position us well into the future.

Last month, we achieved a transformational win that will shape the company for decades to come when the U.S. Navy selected Boeing as the winner of the FAXX competition. To be selected for another sixth-generation fighter program is a testament to our innovation, our team and trust we've built with our customers. It is a true honor to support the national security priorities and a responsibility we take very seriously.

In addition to FXX, we continue to see strong demand for proven franchises across our defense and space portfolio. Boeing received a 7-year contract to accelerate and eventually triple the PAC-3 seeker production, supported by our early investments in facilities, workforce and supply chain. In the quarter, we also received a contract to manufacture 22 more F-15EX aircraft for the U.S. Air Force. And this award brings the total number of aircraft under contract to 120 with the potential for additional upside as the F-15EX continues to demonstrate the value of its unmatched payload and range capability.

Beyond new franchise wins, we also continue to see tangible benefits from the active management approach that we've talked about. As I said last quarter, Starliner was a program where we still had work to do with the customer. We've since worked with NASA on a path forward to support future flights while reducing our program risk, including $359 million of additional NASA funding. Taken together, these are the kinds of actions and outcomes that will support our customers, strengthen Boeing and position us well for the future.

That long-term position is also beginning to give us greater visibility into the financial path forward. As I mentioned, over the last 2 years, we've made exceptional progress restoring trust, retiring risk and transforming our culture and rebuilding the foundation of safety and quality that will help ensure durable success. We have also been deliberate about not getting ahead of ourselves given the range of outcomes tied to the production ramp, certification timing and other critical program execution. But we appreciate that it's been difficult for shareowners to assess how our progress will translate into financial performance.

We're now at a point where the range of outcomes is narrowing. As we look ahead, our outlook is supported by a record backlog of $745 billion with improved pricing dynamics, a more stable production system and better underwriting on development programs and our plans for continued progress on aircraft certification. Taken together, those factors give us confidence to share a multiyear free cash flow target for the business.

We've narrowed our range and expect to generate approximately $2 billion of free cash flow in 2026. I'm expecting that, that will improve to about $3 billion in 2027, inclusive of the additional CapEx to support the FAXX development. We believe this should improve to about $6 billion in 2028, as we start to burn off some of the headwinds and accelerate from there. And I expect to achieve the $10 billion target in 2029. Jay will provide further color on the elements driving this trajectory in his remarks, but it's important to highlight, we continue to see significant growth potential beyond the $10 billion, in line with our prior comments.

So to sum it up, we remain well positioned for the long term. I'm pleased with our progress we've made so far. We've come a long way, but we're entering a new phase and the bar is higher now, as it should be. Our job is to keep raising our performance to meet higher expectations while always prioritizing safety, quality and stability. I'm confident we'll get there because we're doing the right work and taking the right actions to build more durable, dependable performance over time.

So before I close, I want to thank all of our employees for the work they're doing every day to move Boeing forward. And with that, I'll turn it over to Jay to discuss our financial results in more detail before we move to question and answer.

Jesus Malave

Thanks, Kelly, and good morning, everyone. Starting with consolidated financial results for the quarter. Revenue of $24.2 billion was up 4%, primarily driven by higher defense and services volume, partially offset by less favorable commercial delivery mix in the quarter. Operating margin improved to 1.5% and core earnings per share improved to a loss of $0.34, reflecting higher segment earnings and lower corporate expenses.

Free cash flow was positive $464 million in the quarter, an improvement versus the prior year, driven by improved working capital, partially offset by the Department of Justice settlement payments of approximately $700 million and planned CapEx for our investments to expand capacity in Charleston and St. Louis.

Turning to BCA on the next page. BCA delivered 161 airplanes in the quarter. Revenue was $10.7 billion, down 3% year-over-year, driven primarily by less favorable delivery mix. Operating margin of negative 6.5% improved materially versus the prior year's results which were impacted by the 777X charge. That improvement was partially offset by a reduction in booking rates associated with production rate adjustments and higher estimated supply chain costs.

Backlog at BCA increased again to a new record level of $612 billion. It includes over 6,300 airplanes. This includes orders during the quarter from Turkish Airlines, Ethiopian Airlines and Lufthansa.

Clicking down on commercial program performance. Starting with the 737, we delivered 124 airplanes in the quarter. As we close out the year, the delay and stability at 47 per month is expected to translate to the lower delivery output and come in shy of the 500 delivery target. Let me remind you that we've built -7 and -10 aircraft prior to certification that will start delivering early next year.

Going forward, we expect longer intervals between rate steps, the higher we go, which is more in line with our historical demonstrated performance. That said, our team has detailed plans for what is required to get to higher rates, and we continue to make investments to create more capacity and resiliency in our production system that will enable stronger performance at higher levels with a consistent focus on safety and quality.

On the 787, we delivered 22 airplanes in the quarter. We continue to expect to deliver 90 to 100 airplanes in the year, but expect it to be closer to the lower end, given the delays in getting to rate 10. In Charleston, our factory expansion is underway, and we expect the majority of the capability to come online late next year.

In addition to the two lines in our current footprint, our second final assembly building will add a third line that increases capacity, flexibility and resiliency in our production system. On the current 777 metal-wing freighter, we received FAA approval for incremental production of up to 35 units, further extending the most popular dedicated freighter of all time.

During the quarter, our 777 freighter and 767 tanker production lines were disrupted by a supplier of wing components. Shipments from that supplier have resumed. However, there will be a gap in our production system that gradually flows through these production lines over the next few quarters. The cost of that disruption was not material in the third quarter, but will be treated as abnormal costs and period expense over the next few quarters.

Finally, on 777X, as Kelly mentioned, we remain on track for first delivery in 2027. As we get closer to certification, we have firmed up our production and delivery plan. We are currently producing airplanes at a rate of approximately one per month, and expect to stay at that level for most of 2027. These latest assumptions are within our EAC.

With respect to program cash flow, we continue to expect 2027 to be a significant use of cash with 2028 improving before turning positive in 2029. Like the rest of our programs, we are prioritizing safety, quality and stability as we ramp this new production system and work towards a delivery schedule that our customers can reliably plan for.

Okay, let's shift over to BDS on the next page. BDS delivered 30 aircraft and 3 satellites in the quarter. Revenue increased 15% to $7.9 billion, driven primarily by higher volume, including growth on classified programs and missiles and weapons. Spirit contributed approximately $160 million of sales in the quarter or 2 points of growth.

BDS operating margin was 6.2% in the quarter and includes a $252 million gain on the sale of HRL laboratories. Across the BDS portfolio, we continue to see operating performance gains in line with our expectations of steady margin improvement, and we remain confident in our path to high single-digit operating margins by the end of the decade.

BDS booked $23 billion in orders during the quarter with record backlog of $101 billion, and we remain committed to our strategy of entering into appropriate contract structures on new business. Importantly, in the quarter, BDS was selected by the U.S. Navy to design, build and deliver the FAXX next-generation fighter aircraft. This order was not included in our third quarter backlog pending completion of the source selection and evaluation process.

Now moving to Global Services on the next page. BGS sustained its momentum and delivered another quarter of strong financial performance. Revenue was up 4% to $5.6 billion. Excluding the impact of the digital aviation Solutions divestiture, revenue was up 11% from prior year, primarily driven by government and commercial modifications volume. Operating margin of 18.3% was up from prior year. Unfavorable volume and mix, partially offset by the divestiture last year.

Both commercial and government businesses delivered double-digit margins in the quarter. Operationally, the BGS team continues to demonstrate process improvements across the business. For example, on the C-17 heavy maintenance program, we continue to perform work at record low rework levels while taking on greater scope of work for our customer, supporting revenue growth and margin performance. BGS received $5 billion of orders and ended the quarter with a backlog of $33 billion.

Shifting over to cash and debt. Cash and marketable securities ended at $20.7 billion, primarily reflecting cash flow generated in the quarter. But that balance was unchanged from the prior quarter at $45.9 billion. We continue to maintain access to $10 billion of revolving credit facilities, all of which remain undrawn, and we remain committed to strengthening the balance sheet and supporting our investment-grade rating.

Now let me provide some additional context on our free cash flow outlook and targets. First, as Kelly noted, we have narrowed our prior range and expect to deliver approximately $2 billion of free cash flow in 2026. This includes the assumption of the KC-46A Tanker Lot 13 order in advance as well as other seasonal working capital benefits in the quarter.

As Kelly said, we have increased clarity into our medium-term financial plan. In 2027, we expect to generate approximately $3 billion of free cash flow, followed by approximately $6 billion in 2028 and $10 billion in 2029 with significant growth potential beyond that in future years. For financial planning purposes, these targets assume that 777X will be certified by midyear 2027.

For 2027, in addition to the absence of the DOJ payment made in 2026, we expect free cash flow growth to be driven by higher commercial deliveries, modestly improved cash margins on the 737 and 787 programs, continued improvement at BDS and continued steady growth at BGS. We expect these fundamental growth drivers to be partially offset by the impact of less favorable working capital, including lower year-over-year BCA order deposits and around $1 billion of increased CapEx, which includes the growth associated with recent awards in BDS.

Keep in mind, as we discussed earlier this year, 2027 free cash flow will be significantly impacted by the legacy cash drags. Beyond 2027, we expect these legacy cash drags to continue to abate in a path to $10 billion to be underpinned by higher 737 and 787 deliveries with improving cash margins. Positive cash contribution from 777X, profitable growth at BDS and BGS and still elevated but lower CapEx. As we have said before, there remains significant growth beyond the $10 billion in the future. All of this is underwritten by the robustness in pricing included in our record backlog of $745 billion. As we advance, we would expect to provide additional assumptions in support of this free cash flow plan and other elements of the P&L.

Okay, summing it up. Our focus remains on deliberate and disciplined execution, consisting of steady deliveries, validated rate step-ups in operational performance that builds upon itself. We will not sacrifice long-term durability. Every decision is made to enable us to deliver on the full potential of the business.

With that, let's open up the line for questions.

Operator

[Operator Instructions] Our first question comes from the line of Myles Walton from Wolfe Research.

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Myles Walton

You went through a lot there on the walk from '26 to '27 free cash flow, a lot of positives. But yet, it's only ex the DOJ payment, a few hundred million dollars of growth. Could you size the advances as being abnormal in '27? And then maybe walk us a little bit more on the $3 billion expansion in '28. Is that 3/4 from 777X, maybe just the combination of -- in '29?

Robert Ortberg

Okay. Sure. Thanks, Myles. Let me maybe slow it down a little bit. I could was moving pretty quick there through the materials. And just go back and just another quick summary here. As you mentioned, Myles, the DOJ payment doesn't repeat in 2027. That's a $700 million benefit. As I also said during my prepared remarks, we'll get the benefit from higher BCA delivery volume as well as modestly improving cash margins. You may recall in the second quarter, I discussed BCA margins, and they were about -- for 2026 around breakeven. So our contribution from BCA will be largely from the improving cash margins in 2027.

Of course, we'll have continued growth from improvement from BDS and BGS. So those all taken together provide positive benefit to cash flow in 2027. As you mentioned and as I mentioned in my prepared remarks, we will expect to have lower customer deposits by BCA -- 2026 was just a very strong year. It's trending to be a record year. The market is strong. Our campaign activity and pipelines remains robust. So we still expect 2027 order cash to be pretty strong as well, but just not at the same record level of 2027. And yes, I would kind of size that in the range of a few billion dollars of impact.

And then as I mentioned, just to close it out, the CapEx will be higher at $5 billion. So it's about $1 billion higher than 2024. So those are all the building blocks of 2027 free cash flow. As we get into '28 and really '29, it's kind of a similar story. These legacy drugs continue to abate, and they come down. And so we'll see improving cash margins and we'll also get the benefit -- a higher benefit from higher delivery volumes because now we'll be working from positive cash margins. And so we'll get a double benefit from both of those, and that's all supported by the backlog that we have.

As we get to 2029 more specifically, will be at higher production levels. And so I've said in the past that we expect that the building blocks have a $10 billion free cash flow on a normalized basis is around 52 on 737 for deliveries -- on a delivery rate around 10 for the 787 -- on a delivery rate and positive cash generation out of 777 program.

In '29 specifically, we'll be operating at higher production levels, which will translate into higher delivery levels. And so we'll be closer to the mid- to high 50s on deliveries in '29. We'll be closer to around 12 per month on a 787, and we'll be generating positive free cash flow or expect to generate positive free cash flow on the 777X in '29. The reason we need to be at higher levels because we'll still have some residual drags in '29. And I expect those to be fully behind us for the most part by '29. So there's runway, as I mentioned in my prepared remarks, in 2030 and beyond above $10 billion. So hopefully, that encapsulates '27 and also the future year outlook for you.

Operator

Your next question comes from the line of Seth Seifman from JPMorgan.

Seth Seifman

Wanted to ask a little bit about the unit returns on aircraft. You talked in the release about some cost growth that we're seeing. If you could -- both from the supply chain and from the process of increasing rates. If you could give a little more color on what that is. And then also how it affects your thinking about unit cash profitability in the out years?

And then on the pricing side, the fact that we're looking at kind of more gradual ramp-up in rates. Is that affecting the ability to kind of -- the timing on moving beyond some of these legacy drags on unit revenue?

Robert Ortberg

Seth, let me kind of walk you through -- let me start with the BCA margins here in the third quarter. We did -- I did talk about them being impacted by the rate adjustments as well as higher supply chain costs. We had to rollout, as you know, through our EACs, which resulted in an impact to our booking rates. Specifically on -- I also had to talk related to the 777 program, the existing freighter program in the 767 program, we expect some abnormal costs to carry forward now in the fourth quarter into the first half of the year. I expect those to put some pressure on call it, third quarter run rate margins over that period of time, but they will abate and pretty much diminish in the second half of the year.

When you take into account the benefit of cost-based extensions and higher price backlog and other performance with the higher volumes, we will make some significant improvement in the back half of the year, put ourselves in a position to get to about breakeven in early 2028. As it relates to cash, all of this that we talked about in these impacts here in the third quarter, all contemplated and factored into our cash flow projections as well as the ramp in the cash margins over this period of time. And so I don't really see much of a difference there. We've absorbed it. We've contemplated that. And with the price that's already in the backlog, I'm highly confident in the improving margin profile of the BCA programs, both the 737 and 787.

Operator

Your next question comes from the line of Sheila Kahyaoglu from Jefferies.

Sheila Kahyaoglu

Thank you so much for all that long-term color, Kelly. But maybe if we could just step back and talk about the macro, lots of interest around how higher for longer oil prices might affect the aerospace industry. And obviously, you have a key unique perspective on that. Can you maybe talk to customer channels you're checking to assess the market, whether it's orders, the services business or just how you're seeing lease rates move around just given the capacity cuts. And with your long-term guidance of free cash flow, what sort of oil price does that assume?

Robert Ortberg

Yes, Sheila. So we are -- to confirm we are in constant contact with all of our customers here as we're navigating through these high fuel prices. I think the actual impact is going to be different depending on the airline. Obviously, a large portion of our backlog is going into replacement aircraft. So for those customers who are bringing on new aircraft to replace older aircraft, these are much more fuel efficient. And in fact, the high fuel prices are driving them to really, really want these aircraft sooner. So the area that we may see softness is in the overall growth, depending on what the airline overall growth would be.

So far, we haven't seen, Sheila, we haven't seen anybody wanting to replan their order growth. If that should happen, quite frankly, given our oversold backlog, I think there's opportunity for us to shift around and manage through that. But obviously, it's something we have to keep an eye on. So far, the airlines have been, for the most part, flowing the higher fuel into ticket prices, think over the next coming quarters, we'll have to watch that. But again, at a macro level, I feel pretty good about our ability to manage even if we do see some softening demand on the growth market because there's plenty of customers who are looking for airplanes faster for replacement. So we may have to rewicker a little bit of our firing order. If that happens, it's not happening yet, we have to keep close to our customers here.

Operator

Your next question comes from the line of David Strauss from Wells Fargo.

David Strauss

Jay, the walk to '27, can you maybe just put a finer point on what you're expecting for MAX and 787 deliveries, including what you're assuming for liquidation of the 7 and 10 inventory? And then 777X, I think that's obviously pretty big. The timing there is a pretty big risk item to the outlook. Let's say that slips out of '27 into '28, how much of a risk could that be to that $3 billion cash guide?

Jesus Malave

Okay. Just on your -- on the inventory aircraft, next year, we expect between -7 and -10 deliver around 30 aircraft that are prebuilt going into the year.

On the '27 cash bridge -- what was the...

Robert Ortberg

It was on the 777. He was asking about the 777, if it would slip out.

Jesus Malave

Okay, the 777X program, look, it's a scenario that would be significant. We're on a good path, though, as Kelly mentioned in his prepared remarks, I think the risk would be more of later in the year, which would have a kind of some impact on deliveries. Think about deliveries next year between 10 to 15 in that ballpark. And so maybe you'd see some deliveries come down a little bit. And so I think that, that could be absorbed within the guide that this $3 billion.

David Strauss

Yes. And I was also hoping to get just the -- what you're exactly assuming for MAX deliveries and 787 deliveries in total...

Jesus Malave

Yes, that's the question I forgot. Please if it, David. So that -- we'll give a little more color in January. What I can tell you is think about total deliveries at BCA to be up 10% plus, similar to this year. And we'll give more color on that more specifically by program in January.

Operator

Our next question comes from the line of Scott Mikus from Melius Research.

Scott Mikus

Jay, I think you mentioned in the out year 2029 time frame, you're expecting 737 production in the mid- to high 50s and 12 per month on the 787. You're going to be at 52 per month in the back half of next year on the 37 moving to 10 per month on the 787 by the end of this year. I'm just curious why it will take roughly 2 years to move up to those higher rates contemplated in the '29 targets? Just has the outlook for the supply chain deteriorated at all?

Jesus Malave

No, good question. It's a very good question. And typically, what we have is deliveries do lag the production. But what I would characterize the reconciliation of that is really the upside opportunity that we have in 2029. If we're able to deliver at these higher rates that we're producing it and that would provide upside to the $10 billion target that we have out there.

Scott Mikus

Okay. Got it. And then if I could just follow up real quick. Any assumption on cash taxes or cash interest by the time you get to '29?

Jesus Malave

It's more of the same. We won't start to have taxes kick in into the early 2030s. I just will come down a little bit accordingly with the maturities, but not significant interest cash.

Operator

Our next question comes from the line of Doug Harned from Bernstein.

Douglas Harned

Kelly, if I go back to August on the 737, we looked -- we talked in and things looked pretty stable. It seemed at 47 a month, although as you highlighted, the there were wings, Wichita -- all those things to think about. -- engines, I think, seem fine. But in September, you described the challenges on drilling holes on the wing, but as we look at getting the stability now, what has to happen is the wing issue resolved at this point? Where does Wichita stand? And how do we get comfortable that if the visibility wasn't that good back earlier in the summer, how do we get comfortable that things are moving on to the right track to get to that 52-point next year?

Robert Ortberg

Yes. Okay. So let me, first of all, say that engines aren't a problem in this equation. So you can kind of take that out of the equation. We had a series of flow enablers to allow us to ramp up production from 42 to 47 to support that in our wings back office or back shop. That's where we build all the wings for the 737 aircraft. And some of those flow neighbors just flat out did not yield the flow savings.

Some did, some didn't. So we had to step back and make some changes to that. We've got some additional flow enablers. In some cases, we're adding some capacity where we didn't see the flow enablers yield, and we're going through that process right now. Now Early signs are encouraging. We are improving, but we're not yet to where I can say we're stably producing wings to support the 47 a month rate. So we're going to want to dwell on that for a little while to make sure we're stable and don't end up in an unstable situation with production.

Now that informs our next rate increase, obviously. So we didn't go smoothly from 42 to 47 as we did from 38 to 42. And so we're going to want to make sure in the next rate break, at 52 that we very much have understood and tested all of our rate enabling functions in the back shops to make sure that they're going to yield.

The other thing is recognize that for rate 52, we've got to have Everett the Everett line up and running as well. Really no change to our outlook there. That's going well. In fact, yesterday, we rolled out our first -10 from the Everett production facility. So look, we've got to get wings stable, and that's been a challenge for us. And it's just as a result of the process improvement yields weren't there. And so we're going to lose learn from that and make sure before we go to the next rate, we've fully tested these improvement areas and make sure that they are going to yield the next rate increase.

Douglas Harned

But if I can, are there any other watch items here? In other words, if you get the wings really, is that done -- once that's done, things like -- coming out of which other supply chain questions. Are there any other significant watch items? Or will you feel pretty good on this once you've cleared the wing situation?

Robert Ortberg

Well, I think right now, wings are what have caused us the instability. Part of that is because we do have inventory in fuselages. But once we get through wings, fuselage will be an important a focus area for us as well. And backing up on that, remember that we are producing fuselages at a lower rate than the final assembly intentionally to burn down inventory. So the balance of this year and early into next year, we do have to see the ramp-up of fuselages also, and we get synchronized with the final assembly at rate 52. So that's all in the calculus of our go-forward plan here, getting Wings stable, ramping up the fuselage.

I wouldn't point you to anything else in the supply chain right now. I mean, there's always the pop-up kind of things like we've had with the GKN windows that we're working to alleviate. But there's no systemic challenge I see right now. Again, I think it's wings, fuselage will be important for this next rate break.

Operator

Your next question comes from the line of Peter Arment from Baird.

Peter Arment

Kelly, you just kind of touched upon which to a little bit, but maybe if you could just give us an update of the ongoing ramp of what you're seeing in Spirit. Any metrics you want to share on that progress? And then Jay, just to kind of confirming BCA cycling at much higher levels. It sounds like you're calling out a potential breakeven margin in play for '27. Are you expecting BCA margins to return to more historical levels with your kind of '29 outlook? Just maybe any color there on the slope of the margin recovery at BCA, that would be helpful.

Robert Ortberg

Okay. Let me start with Wichita. So overall, the integration is going according to our integration plan. One of the things that we really are focused on, while we kept Wichita at a lower rate, was to implement our safety and quality plan at Wichita that we were very successful in implementing in Renton, as you know. And so we've been doing that. I would say that that's probably slowed them down a little bit as we've implemented some of these safety and quality features. So you'll see our inventory of fuselage is probably a little bit lower or burning down a little bit faster than what our baseline plan said. But again, we've got the ramp-up plans in place that's contemplated in our forecast here as we go forward. And also contributing to making sure we stay stable at 47 a little bit longer before we move to 52.

Jesus Malave

On the margin recovery, Peter, we often anchor and compare to 2018 margins. What I could say there is on the 737, it will ramp up the margin profile, but we'll not reach what it was in 2018 either on a percentage or absolute basis. By contrast, the 787 by 2029 will exceed what it was on 2018, both on an absolute basis as well as on a percentage basis. Taken together, overall, will be in that benefit in '29.

Operator

Your next question comes from the line of Noah Poponak from Goldman Sachs.

Noah Poponak

Jay, it seems like a decent amount of the variance in the free cash trajectory you just provided versus maybe what some people are thinking is CapEx. So you gave us a '27 CapEx. Maybe you could just give us the capital plan for '28, '29 or when you get back to normalize as a percentage of revenue? And then on 777, I guess, it's fairly surprising to hear the answer to the prior question that you could absorb another slide. Just last time it had the slide, everybody had to move free cash around a lot. So should we interpret that as you are providing conservative numbers you want to be able to beat? Or is it just that the 777 delivery plan is so late in '27 that it can slide?

Robert Ortberg

Yes. Let me address 777, and I'll let you talk about the cash flow. When we did the reset last -- the last reset major reset on the 777 program, we definitely put management reserve in there to allow for additional schedule pressure going forward. Now I don't want to imply that the 777 program has moved to the middle of next year. We are still driving to the team for certification. But what we're saying is we've financially provisioned such that if certification delays to the middle of the year that we'll still be able to do that within our EAC. We're driving to a much earlier date right now. We don't yet, as I said in my prepared remarks, we don't yet have the full authorization for the flight test program. There's a couple of things I will note is the FAA had a tremendous amount of work to do on the -7 and -10 certification as did our test teams. And having that work behind us really does allow us to both parties to put more resources on the 777 test work that's yet ahead of us. So I'm hopeful to see us accelerate that here as we run through the balance of the year and run into next year.

Airplanes are flying. We're making progress on the test program. We are getting some incremental authorization for additional flight testing from the FAA that think of it as kind of an extension to the TIA 4B. We still have these big flight tests yet ahead of us -- flight test authorizations yet ahead of us. So we're working hard to get all that done. I will also say that I think we now know after the -7 and -10 what it takes to get certification complete in this new post world of regulation. And so that's factored into our planning and we're off executing that with the FAA now.

Jesus Malave

On your question, Noah, on CapEx, for '27, about $5 billion, as I mentioned, '28 and '29 would be around $4 billion in each year. And just going back -- circling back on the 777X on the cash. Again, it was in the context of really the way Kelly just laid it out. We're talking an impact of a few months, a month or two is what I was quantifying.

Noah Poponak

Okay. And Jay, going to $4 billion is still 3% of revenue that company was running two or even a little below two for a while. Is it structurally higher? Does that -- you just have a lot of new projects and that does eventually work back down as a percentage of revenue?

Jesus Malave

Yes, I would expect it to be higher than 2%. It will come down, I think, over time, but it will be kind of 3 plus -- 3% to 4% is the right way to look at it on a normalized basis out in the future.

Operator

Our next question comes from the line of John Godyn from Citi.

John Godyn

Kelly and Jay, obviously, a lot of new detail about the free cash flow over the next few years. If we took it at face value, it kind of seems like all the numbers are just sort of parallel shifting lower. And what I want to ask about is just make sure we haven't lost sight of the North Star beyond 2029. Obviously, you don't have specific numbers out there. But if we thought about our model should be changing in 2031 -- or 2030 and 2031 or whenever you kind of view getting past this period of ramp, has that ultimate number that kind of more full earnings power changed in your mind? Has that North Star shifted at all? And any other color on that, that you're willing to give would be helpful.

Jesus Malave

No, I don't believe so. But I think both Kelly's and I comments both said the same thing, which was we expect significant growth beyond 2029. And so we will see runway continued runway on the margin improvement, and that will be a continued source of increasing cash flow in addition to volumes.

Back on the prior question where we're talking about what we're assuming for 2029 from a delivery perspective, that also provides runway to deliver out of rate 63 and at a rate 14 on 787. So that will be a compounding benefit going beyond 2029.

John Godyn

So is it fair to describe what's happening here is a steepening of the overall free cash flow profile but getting to the same point?

Robert Ortberg

John, I kind of look at it as almost like a -- from expectations, more of a 1-year shift to the right. I don't think our expectations about the slope or the or the absolute endpoint has changed at all.

Operator

Your next question comes from the line of Ron Epstein from Bank of America.

Ronald Epstein

Kelly, Jay, I promise I will not ask a cash flow question, but let's talk about You guys won 47, you won FAXX. It would appear that the future of tactical aircraft, military aviation for the U.S. is in Boeing's hands. So Kelly, how are you thinking about that for BDS? We think more broadly about BDS. How could BDS grow? What's that mean for margin -- I mean that's a real structural change, right? I mean just a couple of years ago, I don't think anybody thought that was in the cards here -- so how do you think about it?

Robert Ortberg

Yes. So well, first of all, we are going to see higher growth out of our defense portfolio than maybe what we thought a year ago. I think we were thinking more in terms of low single-digit revenue growth. Clearly, that's going to be more towards the high -- middle single digit or higher going forward. .

The important part is all these programs are also being underwritten with the right contract type. So not only are we booking more orders, we're working more orders that won't result in some of the challenges we've had. And it's not just the order booking, Ron. We've moved MQ-25. We've moved T7 2 milestones see on both of those, a big new order on F-15Ex and there's more to come on that, the PAC-3 seeker growth. And we've done MOUs with all of our customers on these big fixed price development contracts, and we've got Starliner kind of under control here in the last quarter.

So look, I feel much, much better about both the growth profile but also the margin performance profile. We still have to get through. We're not done with the development programs until we're done. But Steve Parker and his team are doing a really, really good job of finding win-win scenarios with our customers to get these projects move forward. So the outlook is strong. Our products across the board are in strong demand, and the budget supports additional growth. So look, I think our defense portfolio is a little bit of a sleeper here.

Ronald Epstein

Just as a follow-on, just to kind of reiterate a question, we've got a lot, and this is for either of you guys. -- on that access, RF 47, if you can say, people ask, is it fixed price development? Can you hit? Is it not -- I'm hoping it's not. Can you give us a hint there?

Robert Ortberg

So the F-47 is cost plus and the FAXX, I can't say, but I'd just say it's an appropriate contract type.

Operator

Your next question comes from the line of Gavin Parsons from UBS.

Gavin Parsons

I was hoping to get your latest thoughts on the possibility of a new single-aisle aircraft. And then separately, whether or not there's any assumption for higher R&D and CapEx related to that in the '29 free cash guide?

Robert Ortberg

So really, nothing has changed on our outlook on a new airplane. We've got a team working in our product development right now, trying to define what that what looks -- that looks like and what the market timing is. So really no change in our outlook. And certainly, that's -- any investment we need for that is contemplated in our cash outlook here.

Jesus Malave

Yes, that's right. And there's not significant types of investments here. More of our investments would be in kind of R&D tech development type

Robert Ortberg

And we will be ramping down as we finish the -- well, we're ramping down right now as we finish the 737 program. When we finish the 777 program, you will see a shift of resources and spending from those development programs to new programs.

Operator

Your next question comes from the line of Gautam Khanna from TD Cowen.

Gautam Khanna

I was wondering if you could elaborate on the shape of deferred production across the three programs. If you can give us some sense for how much those balances will grow in aggregate next year? And then when they will decline and by how much in '28 and '29 in your assumptions?

Jesus Malave

Yes. Gautam, I'm going to get into the specific changes, but what I'll tell you is in the 737 and 787, essentially start to flat out next year. So they're lower use of cash. Going into '28 and '29, they become sources of cash and they've become pretty significant sources of cash and drive working capital in total to continue to be a source of cash. And so those are, I think, directionally where they're going. The 777X program because it's going to be early on in deliveries, that will grow and that will grow over the next few years. But again, the cash drivers will be because of improved profitability on the 737 and 787 programs, we'll see a nice benefit from deferred production reductions on those two.

Eric Hill

Operator, we have time for one more analyst question.

Operator

Certainly. Your final question comes from the line of Robert Stallard from Vertical Research Partners.

Robert Stallard

Kelly, maybe just to round things off here. I was wondering if you could comment on what has allowed you to give this free cash flow guidance here. What has changed in terms of your outlook that gives you the confidence to give these numbers?

Robert Ortberg

Yes, Rob. Look, it's been a couple of years of really taking challenges faced on in getting those challenges put to bed. We have significantly reduced the risk of this portfolio. If you look at just 2 years back, every one of our fixed-price development programs was challenged. We've got that at hand. We didn't know whether we'd won any of the next-generation six-gen fighters. We've won both of those. So we've got that well at hand. And we can see the improved performance in how we're underwriting our defense business.

We also were -- if you recall, 2 years ago, we were coming out of a strike, and we were producing at 0 in our commercial factories. We've successfully ramped up to 38, albeit the ramp to 47 has probably taken longer than anybody wants. Everybody wants us to go faster. I get that. But we're going to stay disciplined as we ramp up here. And I think what we -- as we've looked at this, we feel like we have a better handle on the risk to where we can provide you an outlook that we can meet. And so I think now is the time the borrower, as we said in the previous -- in our prepared remarks, the expectations are rising. We recognize that, and I think that's good and the expectations on ourselves are rising. And -- so we're providing this with confidence that the team is ready to go execute. There's still things out there that we got to deal with, but not near the uncertainty we had before, so I feel like it's a good time to do it.

Operator

And that completes The Boeing Company's Third Quarter 2026 Earnings Conference Call. Thank you for joining.