Week 78: A320 Type Rating Week 17

Fulfilling week I had as there were three sim sessions with the same lesson plan. However, the lesson plan had a change of aerodrome to Bali and Jarkata, flying a Localiser only approach with circle to land, plus Go-Around procedure. Lots of things to learn from these sessions.

#1 session
Had a long prep done the day before by reading up on the FCTM as well as company SOPs on how a circle to land is done, cross-referencing with the aerodrome chart with regards to the minimums that I had to take note.

It wasn't easy flying it for the first time, with an instructor that has been away for a while and his way of flying is different. Previous we were allowed to use the ND in ARC mode and follow the track of the SIDs. However, he insisted us on using only the VOR Rose mode on the ND to fly the SID, conforming to the radials and distances listed on the SID. That itself was quite a shock and requires a certain level of skill to fly it accurately with the winds blowing the plane off track but we're not able to see it in the VOR mode.

Unlike previous CANPA flying, this time we used a localiser only ILS approach, meaning we have to do the glideslope height calculations beforehand. Along the descend, height reminders will be read out by the PM, additionally configuring the aircraft to Flaps 3 with gears down, and upon hitting 1000ft AGL or the circle to land minimum, whichever higher, we have to level off and fly 45degrees away from the runway heading. The runway will preferably be on the PF side as circling to land is a fully visual approach. Visual with the runway is a must at all times, height and location awareness must be in top condition.

Once our track reached 45degrees away from runway track, we have to get the wings level and start the chrono to time for 30seconds, plus/minus according to wind conditions. Once this 30seconds is up, we will head back to the runway heading and fly parallel to the runway just like a downwind leg of a circuit I flew in Ballarat days in the C172.

During this downwind leg, lots of things have to be done. Radio call, activation of secondary flight plan, checking wind condition and planning the descend, as well as landing checklist. Once we're abeam the threshold, for every 100ft above ground, we will fly a 3second additional downwind duration. Since we were at 1000ft AGL, we flown 30seconds more after passing abeam the threshold. This timing is wind dependent as well.

Once 30seconds is up, we start turning base and descend at about 300ft/min, extending flaps to FULL for landing. This is where the tough part comes in. My lack of experience is making it hard for me to gauge the angle of bank so that I line-up accurately to the runway centre-line once I get wings level. Often, I under banked and was too high with 3-whites on the PAPI. With the distance to the runway threshold only about 3nm, there is very little distance and time for me to fixed my height and track. Being stable at 500ft AGL for landing is a strict requirement, but I didn't manage to get it and we often were still adjusting the heading at 300ft. Managed to land safely, but it wasn't pretty.

Circling to landing is the most challenging aspect of my A320 training so far.


#2 session
My usual instructor took me for this session and we flew with the VOR Rose mode on the ND too. This time round I'm more familiar with how it works, but I have also changed sim partners, and I have no idea how different they fly. The good thing about having SOPs is different pilots will have minimal differences, which is what makes SOP so important to an airline. You do not work with the same set of crew all the time, that's also where MCC comes in.

Good thing though, they're very good in terms of SOP as well as manual flying, which allows me to learn from them and fix my inefficiencies. My usual trouble again is at the base turn into the final approach for landing. Failure to stabilise at 500ft AGL is becoming very frustrating for me. I ended the session not feeling confident at all....

#3 session
Final session of the week on a quiet Sunday earlier today. Third time flying the same lesson but with yet another different instructor, the most experienced of them all. This time, he introduced us to use the Bird to fly FPA/TRK. And I must say it makes visual flying much more of a breeze.

Previously I was using my memory along with the V/S to determine my descend profile. Without the bird, the placement of my flying "box" wasn't consistent which caused the need for a lot of corrections here and there. It was tiring to manual fly like this.

However with the bird, I can place it directly on the -3degrees position on my PFD and fly its tail to the track I've set. It was nice. My approach on base and finals improved, and I'm glad I've found the trick to flying visual accurately.

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Two weeks later I will be sitting for the A320 type rating paper. It has been 1.5years since I last sat for a big exam paper with CAAS. Getting a little worried with the amount of material to study, made worse by the fact that I do not have much experience and exposure with the A320 systems. So for now, I will have to rely heavily on the CBT to get myself acquainted with all the systems, which at the moment is quite overwhelming to me. Wishing myself all the luck I need!

Luxury air travel soaring to new heights

Keen competition in the luxury air travel segment is seeing an 'arms race' in first class flight, with big commercial airlines overhauling their premium products to expand their suite of offerings. Meanwhile, industry watchers have said private jet travel is also taking off for short-haul flights around the region.

Earlier in November, Air France launched its new first class 'La Premiere' suites in Singapore.

Four individual suites of about three square metres each are on board 19 of the airline's Boeing 777-300 fleet, and they will be available on daily flights between Singapore and Paris by the middle of Jan 2015.

Mr Nicolas Ricard, Country Manager Singapore, Air France-KLM said: "Luxury air travel demand is growing in Asia. This is a target for Air France. Air France is undergoing significant transformation with an investment of €500 million in upgrading all the long haul products, and services. This is not only La Premiere suite, but also other cabins."

In May, Middle Eastern airline Etihad unveiled its new first class suite, the Residence, which will feature a living room, double bedroom and ensuite shower room.

Also within the past month, British Airways announced that it has added Singapore as its fifth destination in its network of A380 service routes from London. The move is part of a £5 billion investment the carrier has made in the last two years to upgrade its products and services.

Mr Robert Williams, Regional General Manager, Southeast Asia, British Airways, said: "The A380 allows us to offer even more space to first class customers than they are already enjoying on the other air craft in the fleet. They have 30 per cent more space in their seat, 60 per cent more personal storage.”

“We maintain Singapore in Southeast Asia as a hub down to Australia as part of the traditional kangaroo routes between Europe and Australia. Those stories demonstrate our commitment to SEA and what we're doing in this market," he added.

DEMAND FOR LUXURY AIR TRAVEL DEPRESSED: ANALYSTS

Despite the 'arms race', aviation analysts said demand for luxury air travel is currently somewhat depressed. According to statistics from the International Air Transport Association (IATA), first and business class travel within Asia contracted around two per cent in September, compared to a year ago.

IATA said overall traffic growth within Asia has expanded only 0.2 per cent during the first three quarters of 2014, compared to the same period in 2013. The slowdown has been related to notable declines in international travel for Thailand and Malaysia, due to geopolitical events and weakness in the Chinese economy.

Internationally, current performance for premium travel is relatively weak, growing by 2.3 per cent year-on-year in September, compared to the overall rate of increase of 3.7 per cent during the first three quarters of 2014.

Changi Airport Group said about 10 per cent of passengers fly on first and business class.

Mr Greg Waldron, Asia Managing Editor, Flightglobal said: "These products tend to be very sensitive to economic issues. So for example, in a weak economy, you might get people trading down from first class to business, and from business class to economy. And certain things have also depressed first class travel recently - the crackdown on corruption in China, that has seen a reduction in some first class usage."

GROWING DEMAND FOR PRIVATE JETS FOR SHORT HAUL FLIGHTS

While airlines largely offer a product for long-haul travel, many do not have a first class cabin for short-haul flights. Instead, aviation analysts said there is a growing demand for private jet chartering for regional travel. Industry players have also said supply is on the rise.

It is estimated that there are more than 30 private jets based in Singapore, up from just about 10 aircraft five years ago. About half of these are available for charter.

Mr Stefan Woods, Sales Director, Singapore Air Charter said: "What that's done is it has brought the price down for the consumer, which is a good thing. A lot of our clients locally are local businesses that use our services as a tool.”

“It's not a luxury at all. It's a necessity to go to some places that the airlines don't service, or they service infrequently. Sometimes airlines don't have business class on board, and it's not as flexible as having a private jet,” he said.

Mr Woods also said first class passengers on ultra-long-haul flights often arrive in Singapore and head straight to a private jet to a destination in the region.

According to Changi Airport Group, business aircraft movements at Seletar Airport have grown at an average annual rate of almost 20 per cent from 2009 to 2013.

SOURCE

SIA acquisition of Tiger Airways cleared for takeoff by competition watchdog

The Competition Commission of Singapore (CCS) on Friday (Nov 28) cleared the proposed acquisition of Tiger Airways Holdings by Singapore Airlines (SIA). CCS concluded that the transaction would not infringe the Competition Act as the ailing budget carrier is likely to exit its operations without the acquisition.

SIA is already the biggest shareholder in the Singapore-based budget carrier and will raise its stake in Tigerair from 40 per cent to 56 per cent. This means Tigerair will become a subsidiary of SIA.

Earlier this month, SIA had said there are no plans for a full takeover of Tigerair, but it did not rule out the possibility of such a move in the future. SIA already has another low-cost airline subsidiary, Scoot.

SOURCE

Singapore, Brunei sign civil aviation cooperation deal

Singapore on Thursday (Nov 27) signed an agreement to cooperate on civil aviation with Brunei, on the sidelines of the 20th ASEAN Transport Ministers’ (ATM) Meeting in Mandalay, Myanmar.

Under the Memorandum of Understanding, signed by Singapore’s Transport Minister Lui Tuck Yew and Brunei’s Communications Minister Pehin Dato Abdullah Bakar, both countries will cooperate in areas like civil aviation safety, security and training, aircraft accident and incident investigation, air traffic management, civil aviation and environmental protection and sustainable development.

Mr Lui said: “Through greater cooperation, our two countries will be able to jointly address common challenges and harness the opportunities in the aviation arena and build on our many common aviation interests.”

Pehin Dato Abdullah Bakar said he hoped the agreement will enhance and strengthen Singapore and Brunei’s cooperation in civil aviation, including in regulatory and operational areas.

SOURCE

Week 77: A320 Type Rating Week 16

Slow week with just one sim session flying the same thing as per previous session. With the familiarity we have now for this SID, we were aiming for more accurate flying according to the track illustrated on the ND's Arc mode.

On the CANPA side, our instructor increased the challenge by changing the direction of the wind for a more direct crosswind to test on our handling. My lack of skill showed as I struggled to keep on centre-line for the approach. It is just so damn frustrating that I can't fly it well. The joystick don't seem to be intuitive to me at this stage of training. I'm not sure I long will I need to take to overcome this obstacle.

Week 76: A320 Type Rating Week 15

11 days of not flying has caused me and my partner to be very rusty in our SOPs and much prompting was needed from our instructor. That caused us to be very inefficient in getting the plane lifted off to proceed with the training flight.

Lesson plan was the same as the previous sim session with a NDB CANPA approach plus Go-Around procedure. One thing we learnt today was that there are two ways to key in the next waypoint we want to fly to.

#1 is through the DIR button which we key in the waypoint into the Direct To bracket
#2 is through the F-PLN button which we input the next waypoint into the middle of the whole flight plan.

Of course both ways produce different outcome in the way the FMGS interpret the info. At my current stage of training, I'm still unable to tell the exact difference.

No takeover plans for Tigerair, but SIA eyes more integration

Singapore Airlines (SIA) is not considering a full takeover bid for Tiger Airways (Tigerair), but it will focus on helping its loss-making associate recover through stronger network cooperation, following SIA’s recent move to increase its stake in the low-cost carrier, says SIA chief executive Goh Choon Phong.

Speaking at SIA’s latest results briefing yesterday, Mr Goh added that Tigerair remains an integral part of the group’s growth plans and has been making progress in consolidating its business.

Tigerair reported a net loss of S$182.4 million for its fiscal second quarter on Oct 17. With its other units such as SilkAir and SIA Engineering also suffering weaker growth, SIA’s net profit for the quarter ended September declined 43.5 per cent on-year to S$91 million.

Mr Goh said: “We intend to increase our stakes (in Tigerair) to a controlling interest, because we believe that SIA, with its scale and connectivity distribution, can benefit Tigerair beyond its alliance with Scoot.”

“A takeover offer for Tigerair is, however, not under consideration. Our focus now is to see in what manner we can help Tigerair back to financial health.”

SIA’s application to increase its stake in Tigerair to around 55 per cent from 40 per cent was submitted to the Competition Commission of Singapore (CCS) for approval last month.

In August, CCS gave the green light for Tigerair and SIA’s low-cost long-haul subsidiary Scoot to form an alliance.

Despite its persistent financial losses, Tigerair remains integral to SIA’s plan to expand its network portfolio via further integration of routes and flights between SIA, its regional wing SilkAir, Scoot and Tigerair.

“These are the four components that will allow us to extend market reach and tap traffic in all segments ... In the case of Tigerair and Scoot, the connecting traffic is less than 5 per cent now — there’s a huge potential we can tap here,” Mr Goh said.

Adding that Tigerair is not a lost cause, he said it is repositioning itself for the future, such as shedding unprofitable overseas joint ventures and taking steps to curb overcapacity.

Mr Brendan Sobie, chief analyst at the Centre for Asia Pacific Aviation, said the worst is likely over for Tigerair and that SIA’s plans for Tigerair will lead to mutual benefits.

“With a controlling stake, SIA can now ensure Tigerair is more aligned with its portfolio strategies,” he said.

But he added that a turnaround is not guaranteed for Tigerair.

“The LCC (low-cost carrier) market remains very competitive and, given its disastrous results in the past two years, any improvement will have to be drastic to be meaningful,” he said.

SOURCE

$1.1b to prep land for T5 and runway

It will cost more than a billion dollars to clear the land and strengthen the soil before Changi Airport's Terminal 5 and third runway can be built, underlining the scale and complexity of a project to boost Changi's competitiveness.

A $1.1 billion contract - believed to be the largest so far for the airport project - has been awarded to a team comprising Japanese construction firm Penta-Ocean, which specialises in marine works and land reclamation, and Singapore's Koon Construction and Transport.

A spokesman for the Transport Ministry told The Straits Times that the works to be carried out "are complex in nature and in more than 70 phases across more than 1,000ha" - just slightly smaller than the airport's current premises.

The works will be carried out over the next few years, she said.

T5, which will be built on reclaimed land, will be Changi's biggest. To be completed in the middle of the next decade, T5 will be able to process up to 50 million passengers a year - more than T2 and T3 put together.

The project - the biggest airport works since the move from Paya Lebar Airport to Changi in 1981 - aims to cement Changi Airport's position as the region's premier airport and hub.

From 66 million passengers now, Changi will be able to handle up to 85 million by 2018, when T4 is ready and T1 is expanded. By the time T5 starts operating, Changi's annual capacity will hit 135 million passengers.

Besides a new mega terminal, a third runway is also planned.

An existing landing strip at the site, currently used for military flights, will be strengthened and lengthened, after which it will be linked to the existing two runways via 40km of taxiways.

There are also plans to build aircraft maintenance and repair facilities, as well as hotels and offices, at the new site.

To integrate the operations of the existing airport and future terminal, work has already started on a new road to replace Changi Coast Road, the Land Transport Authority (LTA) said.

In anticipation of higher traffic in the future, work is also being done to expand Tanah Merah Coast Road, a spokesman said.

This will also ensure smooth traffic flow during the construction phase, when trucks and other heavy vehicles travel to and from the site, he said.

The two road contracts - worth a total of about $81 million - were awarded in April, LTA said, and the works are expected to be done by the middle of 2017.

Kok Min Yee, general manager of Tanah Merah Country Club said: "So far, the works have not led to any complaints from members."

If traffic is affected, the club would "certainly take it up" with LTA, he said.

SOURCE

Week 75: A320 Type Rating Week 14

After the euphoria of my fist cockpit experience last week, I was so looking forward to my second and final observation flight this week. I was scheduled for an early morning flight to Saigon, Ho Chi Minh City. The FO was a senior from my same course who just graduated this April and joined the company.

With someone I am familiar with, the whole process is much more relaxing and more to chat about, helped by a very friendly and tech savvy 54year old captain from Pakistan. This flight was much shorter than the one to Chiangmai last week and the load was also lighter. Taking off took a long time as there was a queue for departure. It seems that the Singapore queuing culture in Singapore can't be avoid everywhere. This also showed me that morning flights are the peak period of the airport and I'll better do things faster to avoid being caught in the jam in future. The engine burns fuel even when on idle on the taxiway, and if i get stuck for too long, my fuel plan is gonna get screwed up.

Soon, we took off from RWY02C and headed straight towards Vietnam over the eastern seas of Malaysia's coast. The radios involved along the way were much lesser than the one to Chiangmai, thus reducing the workload of the PM. Very soon, we arrived at destination but was slightly delayed in theair due to some military exercises. Upon touch down, I finally see how does Vietnam looks like as I've never been to this country. The airport looks old, with parking bays used by the American planes during the war still standing beside the runway. The terminal is very small as compared to Changi Airport, and there was a "follow-me" car to bring us from the main taxiway to the gate. That was the first time I've seen this.

At the gate and awaiting the unloading/loading to be done, the captain gave me the chance to set up the FMGC for the return flight. I was very grateful for that and jumped onto the left-hand seat to get it all ready albeit with some data absent due to the unavailability of the load sheet. The buttons are softer and much nicer to press as compared to the one I'm used to in the sim. Other than that everything is the same.

Before I can take more looks of the airport, we were back on the runway for our home bound leg. Some less than two hours of cruising, I descended into the haze above Singapore international airport. Almost took the wrong taxiway to get to the gate with the FO and me not really paying attention to things, but luckily it was discovered before turning into the wrong route. This tells me to be always alert as everyone can make a mistake no matter how experienced he is.

Locked up the aircraft and it was time for lunch. There's no taking of work home or thinking about work when leaving work. What a perk it is unlike my days as a software consultant before I embarked on this journey. How lovely~

0550hrs, reporting for flight.. Thank god I stay in the Eastern region of Singapore

The sun rises as I did the walk-around

Nose

I was in disbelief as I spotted this floppy disk drive on the centre pedestal

Look at the queue for departure

On descend to Saigon, a bumpy one with all this cloud

Follow-me car

For a short while during cruise, I hopped on to the right-hand seat. What a great feeling it was.

Two days after the flight I was back to the sim for training. After three lessons of VOR CANPA approaches, the lesson plan changed for a NDB CANPA approach at the similar airport. NDB flying is a pain in the butt since the days in Ballarat and nobody likes it. Did my chart preparation the day before and reading up on the FCTM on how I can fly it more accurately.

Setting up the FMGC is roughly the same except for the RAD NAV page. Other than the VOR that has to be tuned, the NDB will have to be set up as well. The VOR has DME equipped which is crucial for the CANPA distance/height planning approach. Has there be no DME, we have to refer to the distance t runway threshold found on the PROG page of the MCDU. That will be damn hard to fly having to look at the PFD, ND and MCDU. Luckily my instructor allowed the DME to be serviceable haha.

The lesson was carried out mostly similar, with take-off to radar vectors to holding to approach. Well I managed to fly the NDB interception pretty ok and the approach was good. Now that I've gotten my controls sorted out, I no longer fear the approach. The biggest challenge for NDB is the clustering of the ND. VOR and NDB arrows with the stations and waypoints and runway all jumbled up on the screen. Ah well, just gotta live with it.

Happy week for me, but it's sad that my next real flight in the cockpit will be next year. Lots of patience and heck lot more of training needed.

Why SIA is keen to heal wounded Tiger

Singapore Airlines (SIA) has pledged $140 million to rescue Tigerair, yet again.

The additional funding will increase SIA's stake in the loss-making budget carrier from 40 per cent now to as high as 71 per cent.

The commitment follows a cash call by Tigerair two weeks ago, after it announced a $182.4 million loss in the three months to the end of September.

For the 12 months to the end of March, Tigerair recorded its biggest annual loss of $223 million.

To replenish its kitty, the airline is offering shareholders more stock at a discounted price.

In a show of support, SIA has said it will take up its entitlement and subscribe for any shares not taken up. Before that, it will also convert Tigerair convertible securities it currently holds into new shares.

This is not the first time SIA has come to Tigerair's rescue. Since 2011, it has doled out at least $100 million in two earlier fund-raising exercises, and seemingly gained nothing.

"It's putting good money into a bad business," said UOB Kay Hian's K. Ajith.

Tigerair has scaled back its operations significantly in the last few months by closing down subsidiaries in Indonesia and the Philippines. Its 40 per cent stake in Tigerair Australia will be sold to Virgin Australia for A$1 (S$1.13).

Bruised and battered, Tigerair is not expected to return to the black until after 2016 at the earliest.

So why is SIA wasting its time and money? Why not just let the Tiger tail fall from the sky?

Because despite current challenges, experts believe that the demand for short-haul low-cost flights in Asia will continue to grow strongly in the coming years.

Without Tigerair, SIA has no presence in this market, leaving it defenceless against rivals like AirAsia, Jetstar and Lion Air.

With the likes of Emirates and Cathay Pacific putting intense pressure on its premium long-haul business, SIA also believes it must diversify and enter new market segments to continue to fly high.

In short, SIA has no choice but to keep Tigerair alive, even if it means effectively taking control of the carrier.

This was never the plan.

In December 2003 when SIA's then chief executive officer Chew Choon Seng announced plans to launch Tiger Airways, he made it clear that SIA would not be in the captain's seat.

Many previous attempts by full-service carriers to run budget airlines had failed, he said. "The low-cost model requires completely different methods and procedures, marketing approaches and skills, and it is hard to be both premium full service and low cost, no frills at the same time. Hence our decision to have it as a 49 per cent-owned associate company rather than a majority-owned subsidiary."

For as long as Tigerair managed its affairs well, SIA did not intervene.

But the shocking grounding of Tiger Airways Australia in July 2011 by the Australian civil aviation authority over safety concerns led to a management overhaul and the entry of an SIA divisional vice-president, Mr Chin Yau Seng, as Tiger's new head.

Industry veteran J. Y. Pillay, widely credited with turning SIA into a global leader, joined as non-executive chairman the same month, although he was approached by Tiger's board even before the kerfuffle in Australia.

Mr Chin stayed for a year before passing the helm to shipping veteran Koay Peng Yen, who served for about two years.

After he left in May, yet another SIA senior executive, Mr Lee Lik Hsin, took over as group chief executive officer.

Like many other low-cost carriers, Tigerair has been hit by regional overcapacity - airlines adding more seats than demand can soak up - which has pushed fares and takings down.

But unlike Malaysia's AirAsia and Indonesia's Lion Air which operate out of huge domestic markets that have cushioned some of the impact of overcapacity on international routes, Tigerair and, by the same token, Singapore's Jetstar Asia, do not have a similar advantage.

Tigerair also made mistakes along the way, with its management "clearly bordering on being clueless", said Associate Professor Terence Fan of the Singapore Management University.

With higher costs than rivals like AirAsia, for example, Tigerair should have stayed away from well-established low-cost territories and opted instead for newly emerging markets like Taiwan and Japan, where competition is less intense and yields higher, he said.

Lessons learnt, the current plan is to downsize, focus on the Singapore operations and turn losses into profits, with SIA's money and expertise.

The past few years were painful but the business restructuring in the last few months, and SIA preparing to take on a bigger stake and role in the running of the airline, could be just what Tigerair needs.

For one thing, it would pave the way for the short-haul budget carrier to work more closely with SIA's wholly-owned long-haul budget arm, Scoot, which they have not been able to do effectively thus far.

This was in fact the plan when SIA launched Scoot in June 2012, as part of its portfolio strategy of having a presence in all the key business segments.

SIA's chief executive officer, Mr Goh Choon Phong, speaking at the group's annual results briefing in May, said: "Tiger and Scoot make natural partners in connectivity. One with narrowbody aircraft servicing largely the region. And the other with the ability to go medium, and potentially in the future perhaps long haul, and operating widebodies, and for them to connect with each other."

Scoot working with Tigerair allows SIA to be present "in virtually all the different segments of the travel industry", Mr Goh said.

"And what needs to be done, as we have done for SIA and SilkAir, is closer integration," he added.

A plan is being worked out and details will be unveiled soon, insiders say.

As long as Tigerair has a place in SIA's overall business strategy, it will have the backing of the premium carrier, said Mr Shukor Yusof of aviation consultancy Endau Analytics.

Never mind that the carrier's "raison d'etre is in doubt, given its weak foundation, limited growth potential and inability to compete effectively", he added.

With Asean moving towards open skies, it is also in SIA's interest to keep Tigerair alive, analysts say.

The goal, by the end of next year, is for the 10 member nations to remove all restrictions on flights from their countries.

When this happens, and as airports in the region continue to invest in infrastructure to boost their handling capacity, carriers like Tigerair will be able to fly as and where they choose within the region.

Today, air services are bound by government-to-government deals and countries are sometimes reluctant to open their skies fully to airlines from neighbouring states for fear that their own carriers will not be able to compete with foreign airlines.

The Tiger is badly wounded but with a clear recovery plan and enough money and expertise to execute it, there is no reason why it cannot roar back in time to cash in on the region's aviation liberalisation and other future opportunities.

SIA will leave no stone unturned to see that this happens.

Mr Shukor said: "SIA has deep pockets and, loss of money aside, it's loss of face and loss of influence in a critical part of the business that they are probably most concerned with."

SOURCE