Thomas A. Kennedy - Raytheon Co.
Management
That's a great question. It's going to take a little while to answer all of it. But let me start off on 2018. I mean it's all a good new story here. In 2018, we do expect a solid bookings year. We do believe it will be a book-to-bill above 1, looking into the overall year. Right now, we are seeing roughly 40 opportunities, 40 opportunities that are greater than $100 million. About one-third of our total bookings are expected to come from our international customers and I'm going to tie that back into your question about contract vehicles later as it is important. For IDS, we see around two-thirds of their bookings being international, that's made up of Patriot-related bookings in Europe and the Middle East, plus other Integrated Air and Missile Defense opportunities. The balance of the international is comprised of other spares, upgrades, sustainment and training contracts. And we also expect IDS to have solid domestic bookings on various naval systems, missile defense and Patriot programs. IDS has a good mix on classified, Intel, cyber training, missions support. The domestic bookings for IAS will make up about 85% of their bookings; at least that's our plan to date. And Missiles, we see a solid mix of both international and domestic awards and that's going to be throughout the year and it's across their entire portfolio. Every one of their franchises has significant demand signals in 2018. On the domestic side, we see over about $1.5 billion on SM-3, AMRAAM and also the SM-6. In addition, there is significant opportunities for AIM-9X, Tomahawk and Phalanx. Now about one third of their bookings will be coming from international customers, including $1 billion on Paveway in addition to other opportunities for AMRAAM, Stinger, TOW and Phalanx. And then for SAS, we see about $3 billion related to electronic warfare and ISR, along with opportunities in classified space and tactical airborne systems and their total international should be about one-fifth of their business. Now I'm going to answer your question relative to contract vehicles. So on our domestic work, a majority of the contract vehicles are either cost plus, either fixed fee or incentive fee and that's usually associated with development programs. Transitioning into production, the LRIPs, we see a majority of those contracts going into fixed-price incentive-fee and then into full rate production, either fixed price incentive fee or firm-fixed-price. On the international side, we have our set of FMS contracts and about half of our international business is on the, I would call it, the FMS-type contract vehicles. And those FMS contract vehicles, they range very similar to domestic. There are some cost-plus contracts. There are fixed price incentive fee contracts and also firm-fixed-price. And I would say it's a mix of those three types of contract vehicles. But we also have half of our international business is direct commercial sale. So it's a true commercial contract and that's where we do see our highest margins in the business.