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It's surreal to see the major aviation companies struggle to find AMEs and wonder why they can't find them. While the blame can't be completely attributed to them for the AME supply collapse, they had such an important role in reducing the attractiveness of the trade through stagnation of wages, reduction in benefits and a general contempt for their workforce that a wage uplift offer such as the one offered by Westjet, is both ridicule and insulting. Best of luck to Westjet maintenance staff!

An update... JOINT RELEASE: AMFA AND WESTJET ANNOUNCE GO-FORWARD COMMITMENT https://www.amfanational.org/?zone=%2Funionactive%2Fview_article.cfm&HomeID=920052&fbclid=IwAR3GGZpPT3lo7hz0v8UoX5vhTxrPDmNfcl6yZVmxvPVC8wH8avrqUNBAlTw_aem_AUOZjvty08RzMx9hluLgSmgRZ8_82VY6lRNXTVnuQUACRKxmgUkOZCmykcKXA7FuZ2g

This video showed up in my YT feed yesterday:

Any landing you can walk away from, especially when the anti-skid fails....

There have been numerous cowl separations on the Boeing fleet too. This was a CFM engine, but cowls have separated from P & W's, IAE's and RR's too. The engine really has little to do with it. It's usually about failing to secure the latches properly.

It's good news indeed. I truly believe that WestJet was unprepared for how professional the AMFA team and the WestJet Engineers that are on the negotiating team were going to be in the negotiations. The Air Canada Maintenance Engineers have a great desire to leave the IAM&AW and I wish them well. We are living in different times now.

The original C-23 did have that range, 195 NM, and the reason for that was that the aircraft was assigned to carry cargo and a few personnel between all the USAF bases in Europe after WW II. Then came a flood of variants and most notable was the fact that the aircraft went from a single tail to a twin tail with a rear ramp and a cargo door on the side. The orignal C-23 had no side windows, they were incorporated in the second variant as Shorts C-23B and along with the mods were changes in structure, fuel load, range, and speed. A similar sequence of events happened with the C-130 There was the C-130A, C-130B, C-130E, C-130H, and a C-130J In actual fact there are over 40 varients of the Hercules out there including the AC-130, the Hercules Gunship used in Vietnam. While stationed in Colorado Springs, I found that my neighbour across the street was a Spectre Gunship pilot and he told me he could put a cannon shell through my bathroom window from 10,000 feet !! (In Vietnam the slang for the AC130 was "Spooky") The C-23, like the C-130, has/had a lot of varients and it is very difficult to distinquish one varient from another because, outwardly, most models look very similar but really aren't.

And that is the reason for the uproar. I can only speak from experience within my extended family, some of whom work for teams behind some of the commonly known AIs. What I hear is that much of the core engines were never developed to be used without close supervision, yet that is precisely the trend things are on. The sunk costs of trying to redevelop what already 'works' means that we are likely stuck with bug riddled and hack-vulnerable code for the foreseeable future. This, coupled with the bad habit humans have of trusting computed outputs (recalling children of the magenta atm) suggest to me that it's only a matter of time before AI generated aviation products are faulted in an incident or accident. Do I want AI to have direct control of an aircraft? Not with the AI as we know it today. All IMO. Vs

AI Flew X-62 VISTA During Simulated Dogfight Against Manned F-16 https://theaviationist.com/2024/04/18/ai-flew-x-62-vista-during-dogfight/ While safety pilots were onboard at all times, the AI agent successfully demonstrated it could safely conduct AI versus human within-visual-range engagements. The U.S. Air Force Test Pilot School and the Defense Advanced Research Projects Agency just announced that last year the X-62 VISTA was successfully flown by an Artificial Intelligence agent during a simulated dogfight against a human pilot on an F-16. The breakthrough, for which the team has been nominated as finalist for the 2023 Robert J. Collier Trophy, is part of DARPA’s Air Combat Evolution (ACE) program. “The potential for autonomous air-to-air combat has been imaginable for decades, but the reality has remained a distant dream up until now,” said Secretary of the Air Force Frank Kendall. “In 2023, the X-62A broke one of the most significant barriers in combat aviation. This is a transformational moment, all made possible by breakthrough accomplishments of the X-62A ACE team”. The press release did not disclose when the testing happened, however, since it mentioned the teams went from the initial installation of live AI agents into the X-62A’s systems to the demonstration in less than a calendar year, it’s possible it happened between summer and fall 2023. The Air Force acknowledged that the first flights of the X-62 controlled by AI agents were performed in December 2022. The testing happened in the airspace above Edwards Air Force Base, California. Initial flight safety was built up first using defensive maneuvers, according to the info released, before switching to offensive high-aspect nose-to-nose engagements where the dogfighting aircraft got as close as 2,000 feet at 1,200 miles per hour. In total, the team made over 100,000 lines of flight-critical software changes across 21 test flights. The X-62A is flown with safety pilots onboard with the independent ability to disengage the AI agent should something go sideways. However, the test pilots did not have to activate the safety switch at any point during the engagements over Edwards AFB, said the Air Force. The AI versus human within-visual-range engagement, otherwise known as a dogfight, is a highly complex scenario that, according to the service, the X-62A utilized to successfully prove using non-deterministic artificial intelligence safely is possible within aerospace. While performing Basic Fighter Maneuvers against a manned aircraft was the primary testing scenario, it was not the end goal. “It’s very easy to look at the X-62A ACE program and see it as under autonomous control, it can dogfight, but that misses the point,” said Bill Gray, the Test Pilot School’s chief test pilot. “Dogfighting was the problem to solve so we could start testing autonomous artificial intelligence systems in the air. Every lesson we’re learning applies to every task you could give to an autonomous system”. The first-ever use of machine-learning-based autonomy in flight-critical systems will serve as a foundation for future aerospace AI advances that are both safer and more reliable in both commercial and defense applications. The lessons learned will be advanced onto future programs of record, while the X-62 will continue to serve a variety of customers for research, while providing key academic lessons. The X-62 Variable Stability In-Flight Simulator Test Aircraft The NF-16 VISTA started life as a F-16D Block 30 which later received numerous upgrades and modifications, flying for the first time in the new configuration in 1992, and became an important part of the Test Pilot School curriculum. In 2021 it was redesignated as the X-62A in preparation for its participation in Skyborg autonomous flight tests with the Air Force Research Laboratory. The aircraft was upgraded to fully replace the VISTA Simulation System and add a new system called the System for Autonomous Control of Simulation (SACS) to support autonomy testing, prompting the redesignation as an X-plane. The central control stick connected to the simulation system, in addition to the F-16’s peculiar side stick, was left installed on the aircraft. Artificial Intelligence agents successfully piloted the X-62A for the first time during 12 flights between December 1 and 16, 2022. The test campaign involved two AI agents, the AFRL’s Autonomous Air Combat Operations and DARPA’s Air Combat Evolution, each performing in different roles. In fact, while the AACO’s AI agents performed one-on-one beyond-visual-range (BVR) engagements against a simulated adversary, the ACE’s AI agents performed within-visual-range maneuvering, also known as “dogfighting”, against constructive AI red-team agents. Both teams’ AI agents executed autonomous tactical maneuvering while maintaining real-world airspace boundaries and optimizing aircraft performance. The Air Combat Evolution program DARPA’s ACE program aims to develop trusted, scalable, human-level, AI-driven autonomy for air combat by using human-machine collaborative dogfighting as its challenge problem. As we reported in 2020, the ACE program’s AlphaDogfight Trials pitted AI agents against each other flying simulated F-16s in a virtual dogfighting competition that culminated with the winning AI defeating an experienced F-16 fighter pilot flying in a simulator. The AI vs human dogfight was the final event of the three-day competition, which saw eight different AI programs battling each other in different scenarios. Each participating company developed its AI program and, using machine learning, they put their programs through thousands of simulations to gain experience. The winning AI agent emerged with an aggressive behavior which went for very precise high aspect gun kills, often at the first merge at the beginning of the fight. The agent was capitalizing on the safety limitations, imposed through the Air Force Instruction (AFI) publications which the human pilot was adhering to during the simulator flight. Other than flying more precisely and at the limits of safety regulations, the AI also had quicker reactions thanks to the computer’s faster OODA loop (Observe, Orient, Decide and Act). This resulted in the AI getting a shot as soon as it could, while the human pilot tried to maneuver for a follow-on/rear shot and did not attempt to get a face-shot or a shot of opportunity, even when he had a chance, which ultimately made the difference.

Yes, because if it was a SeaKing and it landed, it would probably be unserviceable

They did it to themselves

In spite of the fact that it was a dull grey day around here yesterday, we managed to capture some sense of the event.

I was out buying lightbulbs and Oreo cookies. Missed the actual event, but thanks to my shopping list was able to recreate it in the comfort of my own dungeon.

We used to run under the railway bridge on the way to the mall being afraid the chicken coop wire stopping pieces of concrete from falling down from the bottom might fail!

Female Electra airtanker pilots share experiences fighting wildfires in Western Canada BY DAYNA FEDY-MACDONALD | MARCH 10, 2023 Estimated reading time 11 minutes, 57 seconds. Pilots Kim McCully and Cristalle Fairbank didn’t get into aviation by following in the footsteps of a family member, like many do. Instead, they both ended up at the flight controls by matters of fate; now, they work together at Red Deer, Alberta-based Air Spray helping to control wildfires in Western Canada. In fact, McCully and Fairbank flew as an all-female airtanker team in an Air Spray Lockheed L188 Electra during the 2022 fire season. “I love the thrill of it… getting in and blasting off into the air,” said Fairbank, who is a captain on the Electra. “To have found a career where you can actually help people at the same time… there’s nothing better. And we get to work with some pretty great people.” “Most times when we go out, we are actually making an impact — helping, or at least seeing if we can help, with a fire,” added McCully. “It’s nice to feel useful.” Cristalle Fairbank (left) and Kim McCully (right) flew as an all-female airtanker team in the Electra during the 2022 fire season. Photo courtesy of Cristalle Fairbank This year is significant for McCully, as she’ll be upgrading to captain. Training has already begun to prepare for the 2023 fire season, which typically starts in April and fizzles out in late October. For McCully, the typical pre-fire season training looks a little different. “I have two weeks of ground school, which we currently are doing online. After that, I will do about a week-and-a-half in the simulator, then eight hours in the aircraft, then a flight test, and then I’ll be ready to go for the season,” she explained. Air Spray operates a fleet of L188 Electras, Twin Commander 690 and Commander 1000 birddogs, and the BAE 146 airtanker, among other aircraft. (The company also operates CL-215 and CL-415 scoopers on behalf of the Manitoba government, and has brought CL-215Ts into Alberta.) Every spring, the Electra and birddog pilots are assigned a contract where they are placed with an aircraft and a group — operating in either Alberta, British Columbia, or Yukon. The majority of the contracts are 123 days, with one 90-day contract, and the locations can change based on fire hazards, explained Fairbank. This year, Fairbank won’t be assigned a specific contract, as she’s part of what is called the “relief crew.” Fairbank (left) is a captain on the Electra. This year, McCully (right) is upgrading to captain at Air Spray. Photo courtesy of Cristalle Fairbank “Essentially, we give other pilots days off,” she said. “So, we’ll be going to B.C., Alberta, and Yukon, spelling people off for five days at a time. We then get a travel day and go to a different location for five more days.” McCully, on the other hand, is to be based in Prince George, B.C., this summer “with one of our captains who trains the new captains. . . . But who knows, there could be some type of scenario that ends up with Cristalle and I paired together again,” she said. From the Field Fire control missions for Air Spray pilots vary depending on where they’re based. In the southern regions of Alberta or B.C., most flights are fairly short due to the nature of where fires typically start in those areas. Whereas with aircraft that are based further north, in locations like Fort McMurray or Prince George, crews “can fly for over an hour to even get to a fire,” said McCully. “Some fires you get called out to are really small, and those would be initial attack sort of scenarios where your goal is to surround the fire and even potentially put it out,” she added. “Then there are the fires that are quite large and make the news; those fires are more of a longevity mission, so that ground firefighters can get in and do the work that they need to do. We might fly back to a fire multiple times in one day, or work on it for weeks.” Photo courtesy of Cristalle Fairbank Fairbank recalled the 2017 fire season in B.C., which became one of the province’s worst wildfire seasons on record. Between April and November, over 1,300 fires burned more than 1.2 million hectares. The province declared a wildfire-related state of emergency for the first time in 14 years. “Many communities were really affected by it, so it was amazing to see all the ground firefighters, the whole province, the military… everyone was out in full force,” said Fairbank. Adding to the already challenging task of fire suppression is the fact that Western Canada is known for having extreme, mountainous terrain. McCully said the most challenging environment she’s flown in was the Castlegar, B.C., area. “It’s the most mountainous area that I’ve ever flown in,” she noted. “The captain that I was paired with was [Air Spray’s] former chief pilot, Neal Fix. I have to say, he was one of the best people that I could have been paired with because he knew the area so well. He was able to teach me the terrain, how to maneuver the airplane, and the dos and don’ts of operating in that kind of region.” From left: Janet Austin, Lieutenant Governor of British Columbia; Kim McCully; Dan Purcell, air attack officer; and Neal Fix. Photo courtesy of Kim McCully This year, after 38 years with Air Spray, Fix announced he is retiring from the company. Time for Change Today, McCully and Fairbank remain two of three female airtanker pilots at Air Spray. The pair say that while their experience at Air Spray has been quite positive, there is still work to be done to eradicate gender bias in aviation – and encourage more women to join the industry. “Cristalle and I have talked about the gender imbalance a lot, and it’s really frustrating,” McCully told Skies. “It’s 2023. . . . No one raises an eyebrow if you get a male nurse, and many people often prefer to have a female doctor; why can’t it be the same with pilots?” McCully shared a story where she experienced gender bias as a pilot, which she said has stuck with her through her aviation career. “I was working for the UN flying in Africa, and I was on an all-female crew. We had a female engineer, a female flight attendant, a female captain, and I was the co-pilot. We landed on a gravel strip in the middle of nowhere to pick up army personnel, and the General kept asking where the man was. . . . He didn’t understand that women could operate machinery or fly airplanes because he’d never seen it before. “He ultimately realized that his only way out was getting on that plane with an all-female crew. But you could tell when he was boarding the plane that he was genuinely scared.” Fairbank at the controls of an Air Spray Lockheed Electra, with wildfire smoke seen in the distance. Photo courtesy of Cristalle Fairbank Fairbank said she’s hopeful for a world where “it’s normal to have females up front [in an aircraft].” She added: “In the winter, I volunteer and fly for Angel Flight, and almost every flight there is someone who is surprised that I’m a pilot — or I get the comment, ‘I’ve never flown with a female pilot before.’ I look forward to the day when it’s not a special thing.” Another common experience for women in aviation is that they are often assumed to be flight attendants. McCully and Fairbank want to see that change, especially for the next generation of aviators. “Some of my best friends are flight attendants, but I just wish that wasn’t people’s first reaction,” shared McCully. “I think for little girls, it shouldn’t be their first reaction either. They should want to be up front in the cockpit — in charge and planning their own adventure.”

That moment when someone says "Your Zipper is low" On this day March 28 1961 – The Royal Canadian Air Force took a delivery of its very first CF-104 Starfighter. Capable of flying at over 1,400 miles per hour; commonly called the "missile with a man in it". American pilots called her the "Zipper" or "Zip-104" because of its prodigious speed. The CF-104 fulfilled Canada’s NATO commitment in Europe as a nuclear strike aircraft. · #RCAF100 - March 28, 1961 - The first Canadair built CF-104 Starfighters are delivered to the #RCAF. RCAF Centennial / Le centenaire de l'ARC Royal Canadian Air Force Edited with more appropriate image. Share

Southwest maintenance practices going to come under a lot of scrutiny. https://www.dailymail.co.uk/news/article-13281581/boeing-engine-cowling-wing-takeoff-southwest-jet-denver-international-airport.html

The registration sort of fits.... the role the aircraft is in. Airline: Vaasan Laskuvarjokerho - Skydive Vaasa Reg: OH-WTF photos Aircraft: Cessna 182Q Skylane II Serial #: 18267446 Photo date: 2018-08-25 Uploaded: 2018-10-14 Likes: 10 Comments: 2 Views: 12,280 Location: Vaasa - EFVA, Finland

I have a hard time taking seriously anyone who engages in this level of judgy hyperbole.

Yup, got me convinced it's all a plot by the oil companies and there's no structural issues impeding uptake of EVs in the US.

Going into my bunker...Heard, via various sources, that the end of the world arrives 24 hours after the eclipse has passed. Sorry, no room for anyone else, no matter how popular you think you are.....

These Powerful Engines Changed the Aviation Industry | Watch (msn.com)

What went Wrong near the end of takeoff ? https://www.youtube.com/watch?v=jRNmwiB1oiQ

Came across this listing…….must be a story ….sounds like somebody is tired of it taking up space in his hangar….the listing says it’s sold but listed again for $65k. https://www.facebook.com/marketplace/item/751539200055901/

Finished/Open in 2017

All part of the plan...

How to cross an ocean...

An interesting article on the maintenance deal, with pros and cons. The cons seem to be the Chinese might spy on people in Executive Class (seems far-fetched, are Chinese spooks waiting until someone takes a trip abroad to spy on them, that wouldn't be very efficient) or that an AC plane might be held in HKG (how many heavies are in major maintenance at any one time, not many I'd presume). The pros are financial and significant. AC got out of the heavy maintenance business for good reason. So have a lot of other airlines. Right now, wars are a bigger issue for wide body utilization. No service to PEK and TLV means a reallocation of several aircraft, and a route like YYZ-BOM needs a fuel stop that wouldn't be necessary if Russian overflight was allowed.

Sketch not done by a pilot......all pilots know it is BRAKES unless that switch that is pointed out is needed to BREAK something.... And the other switch labeled BREAKS IN AIR is partially correct because SPEED BRAKES do tend to BREAK up the air...:)

Happy 100th! Calgary to mark RCAF centenary with flyover, flag-raising Calgary Sun 31 Mar 2024 MATT SCACE mscace@postmedia.com X: @mattscace67 PHOTO COURTESY CANADIAN FORCES COMBAT CAMERA, DND RCAF ground crew perform post-flight checks on a CF-18 fighter jet from 4 Wing Cold Lake during a mission in Kuwait in this photo from November 2014. A little under a century ago, Canada's military leadership looked to Calgary for similar reasons that commercial airline executives have selected it as their headquarters: its blue skies. “Alberta's contribution was very significant because of the weather,” says Bob Wade, a former member of Canada's aerobatic team and retired air force pilot who now works at the Air Force Museum of Alberta. The Canadian militia established in the early 1930s the Currie Barracks, still known as such, becoming a facility housing several corps and the Royal Canadian Air Force (RCAF). Air-force activity in the area peaked during World War II when a triangular air strip was built to train Commonwealth pilots. “Here in Calgary, we get more days of sunshine than in most places, and it was deemed to be the best area in which to do that training,” Wade said. While Calgary's role in Canada's air force has sharply dwindled for various reasons since the 1950s, that history is part and parcel with the RCAF'S early footprint in Canada — one that will be highlighted over the coming months as the air force celebrates its 100th anniversary. Those celebrations will begin Monday at Calgary's Air Force Museum in Currie Barracks — an area familiar to most Calgarians that, despite its unique architecture, makes its history with the RCAF known through historic artifacts planted around the neighbourhood. Starting at 10:30 a.m. Monday, the museum will celebrate the opening of the RCAF Centenary exhibition in the Founders' Gallery — an exhibit that will celebrate “human experience in Canadian military aviation over the past century,” which will include interactive elements, and combine personal narrative and material culture, according to the Air Force Museum Society of Alberta. Later on Monday at 1:50 p.m., Mayor Jyoti Gondek and Col. Andrew Abbott will raise the RCAF flag shortly after a flyover by an RCAF Gonzo, a heavily modified De Havilland Dash 8 aircraft based out of Winnipeg that the RCAF uses for training. Dan Rossi, chief training pilot at RCAF who will be flying the plane over Calgary, said Calgarians should look upwards at exactly 2:01 p.m. on Monday. However, due to legal limits on how low he can fly, the plane won't be larger than one's thumb pointed at the sky, he said. “It's not going to be all that exciting,” Rossi said jokingly. Rossi will fly in from Winnipeg on Monday, dropping his altitude to 1,000 feet when he reaches Medicine Hat and will hold that height along Hwy. 3 until he reaches Crowsnest Pass. “I'm just happy to do it ... I serve this country to try and give something back because I'm proud of it,” he said. While Calgary's direct involvement with the military has shrunk since the Second World War, the city has landed several contracts that make it a contributor to Canada's national defence efforts. Most recently, Calgary-based Arcfield Canada Corp. was awarded a $211.6-million contract from Canada's Department of National Defence. The contract will allow the company to continue providing maintenance for Canada's aging CF-18 fighter fleet. Last January the federal government ended a long-standing debate over how to phase out its CF-18S when it announced it's buying 88 Lockheed Martin F35 jets for $19 billion. Canada's CF-18S will be about 50 years old when they're fully phased out in 2032. The new F35s will be based out of Cold Lake, Alta. — one of Canada's largest fighter jet bases. Monday's celebrations won't be the last commemorating the RCAF'S centennial: The museum has five more events planned over the next year, Wade said, including one at Calgary Stampede and the Little Britches Rodeo in High River. The Stampede celebration will include a flyover during the parade while an old decommissioned RCAF plane will be towed through the procession, Wade said. Article Name:Happy 100th! Publication:Calgary Sun Author:MATT SCACE mscace@postmedia.com X: @mattscace67 Start Page:5 End Page:5

Don't worry Kip, just put a few granola bars in your pocket, carry a water bottle, and they'll get you out eventually

They have screens on the exhausts, in case of bird strikes from behind.

Excellent point. There's a reason why 3M makes a special respirator filter dedicated to ammonia-based compounds.

It sounds bad, but at its average cruise speed, that's like a three hour flight! As a colleague once said, "The Shorts may not be pretty, but they sure are slow!"

My concern isn't with the performance improvement, but from Seekers article, use may lead to lung damage and how would that go in a pressurized environment and/or life longevity?

as I said, found on the internet My research shows: Operational range is approximately 770 miles with a service ceiling of 27,000 feet. The first C-23A began operational service with the USAF in 1985. USAF Sherpas operated until 1990.

Taken from a social media post... Each flight was equipped with 16 shots of TEB. It was the TEB triethylborane that caused the fuel to temporarily Flair up. The NTSB lists Triethylborane [TEB] as the most dangerous material, one step below fissionable nuclear material,’ Former SR-71 Blackbird pilot David Peters. Taken by Stuart Freer at RAF Mildenhall in 1986, the impressive photo in this post features an SR-71 Blackbird Mach 3 spy plane creating spectacular fireballs while performing at the Air Fete Air Show. Former Blackbird RSO, Lt. Col. Doug Soifer, recalls in Richard H. Graham’s book SR-71 Revealed The Inside Story. ‘During that pass, we [Soifer and Mike Smith, the pilot] had “13 fireballs” come out of the plane’s exhaust. It looked beautiful, and people wanted to know if it could be done again. They used the picture of us with the flames coming out for the next year’s Air Fete poster. Mike and I became known as the “Fireball Twins.” The maintenance people figured it was the TEB [triethylborane] shooting out of its container and igniting the JP-7. With that start, we had an exciting six weeks in England.’ The SR-71 burned JP-7 fuel. A one-of-a-kind fuel that used an additive to raise its flash point so the fuel would not break down at extreme temperatures The high flashpoint brings up another problem. Most jet engines use igniter plugs, nothing more than a hot spark plug. Using these igniter plugs they used with the JP-7 and drowns it out, it won’t ignite. Kelly [Johnson] put his engineers to work, and he said, ‘OK, gentlemen, how are we going to start this?’ They came up with a very unique way. Triethylborane – TEB for short. Each engine has a one-and-a-quarter pint. If I had it in a squirt gun and squirted it into the atmosphere, it would go Kaboom! – it explodes with contact with the atmosphere. And that’s how we started the engines. As the engines rotate, at the right time, it spray this amount of TEB into the turbine section, which goes kaboom, which in turn lights the engine. When you take the throttles up into the afterburner, it puts this metered amount of TEB in that lights up the JP-7. You get 16 shots for each engine.’ As far as I know, no pilot ran out of TEB on a flight, but during a long flight (12 hours ), they came close; if anyone knows of a story of when they ran out of TEB, please let me know.  Also, there was a way that my experts told me to ignite the fuel by using something other than TB in the SR 71. Can anyone fill me in on what that was?

From \ Spotter Greece has ordered seven new De Havilland Canada DHC-515 waterbombers to boost its firefighting fleet. Scheduled for delivery between 2027 and 2030, these will supplement the current fleet of CL-215 and CL-415 water-bombers, as well as PZL M-18 Dromaders and other types flown by civilian contractors. The DHC-515 is a new-production aircraft developed from the CL-415 waterbomber, and is yet to enter production.