B-2 Spirit Flyover in California Honors Hero. Does It Suggest a Change in Alert Status too?

Parade goers celebrating the new year at the Tournament of Roses Parade on January 1, 2018 were treated to a magnificent display of state-of-the-art U.S. Air Force airpower when two F-35A Lightning IIs and a B-2 Spirit made a spectacular flyover of the parade route.

The Rose Parade flyover honored USAF Major Benjamin “Chex” Meier, a USAF F-16 pilot who flew combat missions over Iraq, Afghanistan and Libya and received the Air Force Medal. Major Meier was also assigned to the 31^st Test and Evaluation Squadron as an F-35A Lighting II pilot at Edwards Air Force Base. The flyover not only memorializes Major Benjamin Meier, who died in a non-aviation related accident while running on base at Edwards on September 28, 2015, it also acknowledges his heroic legacy from his wishes to donate his heart, lungs, liver and kidneys after his death to save the lives of five people awaiting organ transplants. Major Meier is survived by his wife and two sons. The two F-35As that participated in today’s flyover were from Major Meier’s former unit, the 31^st Test and Evaluation Squadron.

Without reading too much into the beautiful memorial flyover held in splendid weather in Pasadena, it is worth noting that a recent planned B-2 flyover at the 2017 Aviation Nation Air & Space Expo at Nellis Air Force Base in Nevada, just 52 days prior to the traditional Pasadena flyover, was cancelled due to “re-tasking” according to Air Force Public Affairs at Nellis.

There was no specific description of the “re-tasking” that lead to the earlier Nellis flyover cancellation. It could have been maintenance requirements or it may also have been a change in alert status due to factors such as tensions with North Korea.

While there are no official confirmations about the specific reasons for the planned Nov. 11, 2017 flyover being cancelled, it may be reasonable to at least wonder if today’s flyover suggests a reduction in B-2 tasking requirements and possibly a correlating moderation (?) of tensions with North Korea. Again, there has been no official acknowledgement of this idea, but a flyover of one of only 12-14 combat ready B-2s represents almost 8% of the total force being committed for a number of hours to the flyover mission, when that availability wasn’t present just 52 days prior for Aviation Nation at Nellis.

There are only 19 total B-2 Spirit stealth bombers in the operational USAF inventory.

Any ideas?

Image credit: Mark Holtzman

 

Test Video Shows Interesting Structural Capabilities of Advanced Aircraft Like B-2.

This remarkable video of a Northrop Grumman B-2 Spirit stealth bomber undergoing wing flutter testing on June 14, 1995 is fascinating for a number of reasons.

All aircraft wings have a remarkable capacity for flex. But one of the most significant changes in aircraft engineering in the last three decades has been the addition of composite materials, especially carbon fibers, into aircraft structural design. In many cases these composite materials have replaced metal alloys in structural components on advanced aircraft.

The B-2 Spirit is approximately 80% composite, mostly carbon fiber. Some of the structural framework internal to the B-2, especially where the wing blends into the fuselage and the largest fuel tanks are located, is titanium and aluminum. While part of the reason for this is structural, another reason is that composites, being made up of a number of different elements, can have radar absorbent materials included in their manufacture or “lay-up” during the process of combining materials into a composite.

There are many reasons composite materials, or materials made up of a combination of advanced materials including metals, polymers (plastics) and carbon atoms at the most elemental level, have become so common in aviation engineering.

Two of the chief reasons are illustrated in this video.

Composites Are Anisotropic.

Anisotropic materials can be engineered to transmit energy differently in different directions. Metals, including metal alloys like aluminum made from the ore bauxite, are isotropic, they only transmit energy in one direction. That means a composite like carbon fiber, being anisotropic, can be engineered to be stiff along one axis or direction of stress, but flexible in another. In the case of this B-2 video, the carbon-fiber composite material in the wings is engineered to absorb energy from aerodynamic stress and bend significantly in the vertical axis, with little change in flight attitude during the flexing. The wings do not twist or begin a similar leading edge to trailing edge vibration, which would change the aircraft’s angle of attack.

Composites Have Different Fatigue Characteristics.

Eventually all materials fail. The number of normal fatigue cycles a material can endure prior to failure is part of its fatigue limit. In general, isotropic materials like metals and metal alloys have a shorter, lower fatigue limit or number of fatigue cycles. Composite materials like carbon fiber can be engineered at the molecular level to have much longer fatigue limits, enduring more fatigue cycles. And when they reach their fatigue limits, composites tend to fail differently than metals, with cracks propagating through the laminated material very differently than through the often more linear grain structure of a metal or metal alloy. As a result, carbon fiber structures in aircraft can be more durable than alloy structures, one of the reasons for the growing use of carbon fiber composites in advanced aircraft like the B-2 and in future aircraft like the B-21 Raider.

B-2s also have a system called the Gust Load Alleviation System that looks like the aircraft’s beaver tail. The GLAS counters the rolling impact or resonance to smooth out the ride of the B-2 in turbulent conditions and extend the aircraft’s fatigue life. The GLAS also smooths the ride of the B-2 in low altitude flight, even though the B-2 is predominantly designed for the high-altitude flight regime.

Air Force test data from tests like the one in this video and through finite elemental analysis (FEA) modeling suggest the B-2 will remain structurally sound to approximately 40,000 flight hours. This analysis also revealed that the rudder attachment points at the B-2’s wingtips are the highest structural stress areas and will be the first to fail. B-2 Spirits have not implemented an Aircraft Structural Improvement Program (ASIP) as we have seen on the primarily alloy B-52 heavy bombers. Some sources suggest this may make it more difficult to predict an economic service life and attrition rate according to author Don Greer. Given the current engineering limitations established in tests like these, the current B-2 Spirit force will fall below its requirement of 19 aircraft (of which less are combat capable) by the year 2027, making the new B-21 Raider even more important.

Air Force F-35A Deployment Joins U.S. Marine F-35Bs to Add Capability Near Korea.

In what appears to be a continuation of U.S. preparedness in the Asian theater amidst tensions with North Korea, the U.S. Air Force has deployed the first two of twelve F-35A Lightning II joint strike fighters to Kadena Air Base in the Okinawa prefecture of Japan.

The F-35As deployed to Kadena are from the 34th Fighter Squadron, the “Rude Rams” of the 388th Fighter Wing at Hill AFB, Utah. The twelve F-35As will be supported by 300 Airmen from Hill AFB also deployed to Kadena. They are currently scheduled to remain in the region for six months according to the USAF.

USAF General Terrence J. O’Shaughnessy, Pacific Air Forces commander, said in an official statement that, “The F-35A gives the joint warfighter unprecedented global precision attack capability against current and emerging threats while complementing our air superiority fleet.” Gen. O’Shaughnessy went on to say, “The airframe is ideally suited to meet our command’s obligations, and we look forward to integrating it into our training and operations.”

The move of a significant number of combat-ready F-35As to Kadena, the largest and busiest U.S. air base in the far east, follows the August 9 deployment of three B-2 Spirit strategic bombers from the 509th Bomb Wing in Missouri to Anderson AFB in Guam (even though it must be noticed B-2s can perform round-trip missions from their homebase in CONUS as proved recently). This build-up of the most advanced U.S. air combat assets is significant. It reinforces the ongoing military pressure being applied in the region largely as a result of escalating weapons testing by North Korea.

The U.S. has also positioned the Ohio-class nuclear submarine, the USS Michigan (SSGN-727) for operations from Busan Naval base in Yongho-dong, South Korea beginning on October 13, 2017. The arrival of this submarine is significant since it is currently configured to deploy U.S. Navy SEAL special operations teams using miniature submarines from special well-decks mounted on top of its hull.

Navy SEAL special operations teams are trained to provide a number of roles in support of any potential air campaign in the region, including reconnaissance, target designation and search and rescue of downed air crews in denied areas.

The beginning of the naval exercises with the USS Michigan and other ships in the region took place between Oct. 16 – 26. An official U.S. Navy statement saying the operations would promote “Communications, interoperability and partnership” reinforces speculation that the submarine may be preparing to support larger potential combined air operations with the U.S. Navy, Marines and the Air Force.

Earlier this year we spoke with an F-35A pilot from Hill AFB after his unit made Initial Operational Capability (IOC) in August of 2016 and then deployed to Lakenheath, England, Bulgaria and Estonia in 2017. Since then the tempo of operations for the Hill AFB F-35As has been especially busy.

The U.S. Marines have already operated their F-35B STOVL (Short Take Off Vertical Landing) variant of the joint strike fighter from Okinawa, Japan when they deployed two aircraft from Marine Attack Squadron 121 (VMFA-121) of Marine Aircraft Group 12 at Iwakuni, Japan to Kadena back on June 26, 2017. The Marine Corps mission was to familiarize the F-35B operations team with the airfield at Okinawa. VMFA-121, an F-35B squadron with 3rd Marine Aircraft Wing, relocated to MCAS Iwakuni, Japan, from MCAS (Marine Corps Air Station) Yuma, Arizona, on Jan. 9, 2017.

The deployment of 5th Gen. aircraft to Japan comes as President Trump prepares for his first official visit to Asia (and Japan), amid growing nuclear tensions with North Korea.

Close Encounter With Two Ghostly B-2 Spirit Stealth Bombers At Night.

“It’s go time!” The crew announcement snaps me from my sleep. It’s near zero hundred and we fly in dark skies over western Missouri. The anticipation amps up on FORCE 26, a 305th Air Mobility Wing (AMW) KC-10 from Joint Base McGuire-Dix-Lakehurst, NJ (JBMDL). I hurriedly gather my camera equipment and follow the crew to the refueling station.

FORCE 26 skims the top of a storm front, slipping in and out of clouds. The KC-10 rattles, thumps and bounces in the bone jarring turbulence. I struggle to get seated and configure my camera for a hopeful, if not mercilessly difficult shot. I can see nothing but heavy grey clouds below and deep black skies behind. Unseen, three thirsty Spirits are surely closing quickly.

To my right the boom operator, Senior Master Sergeant Carl Wise buckles in. Wise has 10 years on the boom but an eighteen-month hiatus requires his requalification. Tonight, is his check ride. To his right sits active instructor and assessor, Tech Sergeant Adam Sochia. Sochia watches closely as Wise moves through system checks. An audible alarm sounds and warning light flashes. Oh no, not possibly now… No additional drama required, but tonight we have it in spades.

Outwardly Wise and Sochia appear calm, proficient and thorough, but the tension in their voices is palpable. Radios crackle between Wise and the flight crew in the KC-10 cockpit. They too have noted the alarm, and together discuss appropriate action. Despite years of experience Wise is now tested by the system and the conditions. His decision making and skills evaluated during in-flight refueling with the USAF’s most prized asset – in turbulent air at visibility limits. Wise extends the boom and verifies complete movement and control. Check. Proceed.

Eyes outward, I am only peripherally aware of their challenges. I have my own. I frantically move through camera settings – looking for something, anything that will work in darkness beyond what I had imagined. Autofocus is out of the question, ISO settings through the roof, lens wide open, shutter speeds impossibly low…. I am out of time. BAT 71 draws near at constant speed, her strobes flashing and command module glowing. Is she beast, or some machine from the future? Whatever the case, these are her skies and she rises through the fog like a wraith to take …. our fuel.
Before she can connect we slip into the clouds. I discern her outline a mere 100 ft off the boom, some 150 ft away. Enshrouded in cloud she stops and holds position, as if to study her prey before moving in. We cut in and out of cloud catching glimpses of her dark and mysterious form. Wisps of cloud flash eerily over her wings like flowing grey hair. City lights reappear as the jagged robe of her trailing edge passes by. We bounce and rattle through the skies, while BAT 71 glides smoothly behind. This unearthly Spirit is at home in the dark and turbulent skies.

Sights like this may be common for boom operators, but leave a word defying imprint on me. Surreal, Supernatural, Magic – no word, no description is adequate. Yet make no mistake, in another place and at another time encountering three wraiths can only mean one thing – the impending doom of someone or something. The B-2 Spirit is both the ultimate global deterrent and Grim Reaper.

Radios crackle, “Kansas City Center, FORCE 26, request climb to clear weather.” “FORCE 26, Kansas City Center cleared to climb and work airspace block 23 – to 28,000 ft.” “Climbing to work airspace block 23 – 28,000 ft. FORCE 26”

The KC-10 starts upward and BAT 71 follows as if suspended just off boom. Breaking free from the clouds we find smooth, clear air. Wise, now in control of the refueling operation clears BAT 71 to connect. The Spirit slides forward. Though close to her home at Whiteman AFB, MO the B-2 Spirit has been aloft for near four hours and requests thousands of pounds of fuel.

Small talk non-existent, gas and go with a B-2 is often done with no words exchanged. In the best conditions an air to air connect is no simple task. It is a choreography of dance between aircraft of all types and sizes – the two platforms briefly becoming one. The team on both sides of this boom are seasoned professionals and make this connect look as easy as walking up and shaking hands. BAT 71 is on the boom and I ponder her mystery.

Operated by the 509th Bomb Wing at Whiteman AFB the B-2 is the premier platform of the United States Air Force Global Strike Command (AFGSC). Invisible by night, the stealthy B-2 bomber can penetrate heavily defended airspace and deliver a punishing knock-out blow. Traveling around the globe from Whiteman AFB, the Spirit is well-known to fly missions of over 24 hours. Earlier this year the B-2 recorded a mission of over 30 hours requiring 15 aerial refuelings!

The 305th AMW and their force of KC-10 tankers at JBMDL enable the Global Reach of the USAF. On this mission we fly with crew from the 32nd Air Refueling Squadron (ARS) with the clear and accurate motto “Linking the Continents.” It is a simple fact, without units like the 305th AMW the Global Reach of the USAF would be severely diminished.

The importance and value of the mission is not lost on boom operators like Wise, who comments “a boom operators job offers instant satisfaction. Every time we refuel an aircraft we enable it to complete its mission, whether in training, combat, or humanitarian relief.” This job satisfaction explains why I find myself with 3 very experienced boom operators. All three are Instructors, including Master Sergeant Jessica Stockwell with 11 years’ experience. The three are passionate and have found tremendous rewards in service. Stockwell notes that it is an incredible team effort from the maintenance group to the entire crew on the aircraft. As it relates specifically to her role as in-flight refueler she says, “during preparation and flight the 2 pilots and flight engineer are responsible for everything that happens in the cockpit, the in-flight refueler is responsible for everything that happens outside the cockpit, air to air refueling, cargo, people and more. It is very rewarding to have that mission responsibility.”

Buffeted by turbulence BAT 71 drops briefly off the boom. As the turbulence subsides she slides back making another connect look effortless. This Spirit is not leaving without getting all her intended fuel. The entire encounter speaks of planning, precision and the utmost professionalism. Dropping off the boom a final time, BAT 71 disappears into the night. Under duress, SMSgt Wise passes his review and moves forward toward instructor requalification.

Sochia and Stockwell fuel BAT 72 & BAT 73. Time passes too quickly. Their thirst satisfied the bombers disappear into the dark skies to destination(s) unknown. This was a training mission. In the same fashion, the Spirits loaded with deadly ordnance could be destined to strike a target on the other side of the globe. As happens, cable news quick to broadcast pictures of the impact of their undetected visit.

B-2 Spirits are each identified with a unique U.S. State, such as “The Spirit of Missouri.” I always considered the name “Spirit” in such context. Zero Hundred, October 3 has forever changed my perspective. “Spirit” as perhaps was always intended, is; “one emerging from the clouds, lights glowing, hair flowing, mysterious, ghostly – and most certainly, deadly.”

The Aviationist expresses gratitude to the 305th AMW, the 32nd ARS, Joint Base McGuire-Dix-Lakehurst Public Affairs Team Shaun Eagan, SrA Lauren Russell, A1C Zachary Martyn, the exceptional team of in-flight refuelers and entire flight crew of FORCE 26! All professionals through and through in the finest sense.

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A “what if” story.

Disclaimer: this story contains some “poetic licenses” to make the fictional scenario more interesting.

03:19 Hr.s Local. 35,000 feet, B-2 Spirit Stealth Bomber “Spirit of Arizona”, 15 miles west of Yongbyon Nuclear Scientific Research Center, North Korea.

The B-2 Spirit stealth bomber is nearly invisible to radar. But not bullets.

Pulling off target after a massive precision strike on the North Korean nuclear weapons development facility at Yongbyon, North Korea, B-2 Spirit number 82-1067, the “Spirit of Arizona” was leaving the target area at medium altitude and high-speed. The aircraft was configured for minimum radar and signals observability with all lights retracted and emissions restricted. Spirit of Arizona was one of three B-2’s that leveled the nuclear research facility in a massive conventional bombing raid, the largest of the New Korean War so far. While it would take a few hours to collect bomb damage assessment data the satellite images would show the raid was a complete success, with the entire research facility, storage areas and the reactors themselves being completely devastated in a hail of precision-guided 2,000 lb bombs.

Now all the crew of Spirit of Arizona had to do was get themselves and their nearly invisible, completely defenseless, two billion dollar aircraft out of the most heavily defended airspace in the world and back to Whiteman Air Force Base, Missouri, in CONUS (Continental US).

03:22 Hr.s Local. 37,800 feet, North Korean MiG-29 Fulcrum, 28 miles southwest of Yongbyon Nuclear Scientific Research Center, North Korea.

Sojwa (Major) Kim Si Gwok had more hours in MiG-29 Fulcrums than every other North Korean fighter pilot except for two. He did have the most time flying the Fulcrum using night vision goggles, a particular distinction considering the North Korean Air Force did not have enough night vision goggles compatible with the MiG-29 for all the aircraft they owned. That distinction put Maj. Gwok on CAP (Combat Air Patrol) in his MiG-29 tonight over the critically strategic target of Yongbyon as part of the air defense for the facility. That the American stealth bombers had already gotten through to hit the nuclear facility was a major failure for the North Koreans.

Maj. Gwok knew Yongbyon had been hit within the last few minutes, likely by cruise missiles or American stealth bombers. Gwok couldn’t do much about the cruise missiles. He read about British Spitfire pilots in WWII who had defeated the first cruise missile, the German V-1, by flying next to them and flipping them over with their wingtip. That would be impossible with the low altitude American Tomahawks. But, if there were stealth bombers in the area that he may be able to shoot down, he was going to try to find them. As a lifelong combat pilot he felt he had a sense of what the enemy’s egress route from the target might be, the shortest distance to the coast.  So that was where he went looking for the “invisible” American stealth bombers.

In March 1999 the Yugoslavians used a combination of ground based observers and expert search radar operators to shoot down an F-117 stealth fighter. It was a lucky shot, a golden BB, and it proved stealth wasn’t invulnerable. Major Gwok knew this. He knew that, other than stealth, the American batwing bombers were defenseless. If he could see one, he could shoot it down.

03:28 Hr.s Local. 35,000 feet, B-2 Spirit Stealth Bomber “Spirit of Arizona”, 41 miles west of Yongbyon Nuclear Scientific Research Center, North Korea.

Mission Commander, Capt. Bill Myers of Pensacola, Florida and Aircraft Commander, Maj. Dave Evans of Boulder, Colorado were getting constant secure updates on the air defense environment through their secure datalinks onboard Spirit of Arizona as she ran toward the coast after hitting Yongbyon. The three strike aircraft followed different egress routes in the very unlikely event an enemy aircraft or air defense crew could somehow visually acquire one of the B-2’s at night. Since the B-2 was a fast, subsonic aircraft, was relatively quiet, painted black to blend with the night sky and operated at altitudes to avoid contrails the chances of an enemy fighter pilot visually acquiring them was almost zero. But not absolute zero. Myers and Evans knew the entire North Korean air defense network would be up looking for them with everything they had. Even with the most sophisticated combat aircraft in history they still had to get out of North Korean airspace without being seen.

03:29 Hr.s Local. 37,700 feet, North Korean MiG-29 Fulcrum, 47 miles southeast of Yongbyon Nuclear Scientific Research Center, North Korea.

Gwok didn’t really see the American stealth bomber as much as he saw what appeared to be a slit in the night sky. Reflected light from humid air at lower altitudes cast a low, soft glow upward from the ground below. The sky had a gently silver tinge to its black emptiness except for a small sliver of dead black below and to the left of Gwok’s MiG. Not knowing the sensor capabilities of the American stealth bomber, if that is what he saw, Gwok turned gradually to align himself with what he thought was his potential target’s heading. He gently moved the stick forward and, as his MiG closed the distance to the sliver of black the descent also added airspeed. His approach was perfect, high and behind. If he was right, this looked too easy.

03:29 Hr.s Local. 34,000 feet, B-2 Spirit Stealth Bomber “Spirit of Arizona”, 51 miles west of Yongbyon Nuclear Scientific Research Center, North Korea.

Myers and Evans knew they were in deep trouble. AWACs told them over secure, stealthy datalink  communications that there was an enemy aircraft high and behind them. There was a remote chance it could visually acquire them. There was nothing they could do except recheck the low observable settings and the make sure the throttles were firewalled so they could get out of North Korean airspace as quickly and invisibly as possible. If it wasn’t already too late.

03:30 Hr.s Local. 37,700 feet, North Korean MiG-29 Fulcrum, 49 miles southeast of Yongbyon Nuclear Scientific Research Center, North Korea.

Gwok wasn’t quite sure it was an American stealth bomber at first. Through his visor, the night vision goggles and his canopy the image was ghosted and dark. A black slit in the otherwise pixellated sky. Then two bright rectangles of green bloomed in front of him; the exhaust heat from the B-2’s four engines. Even though they are channeled and louvered to prevent a large infra-red signature from below they still pump out a lot of heat as seen from above. That heat lit up Major Gwok’s night vision goggles. His fingers flew over his console to unsafe his GSh-30-1 cannon. The instant the safety selector was slewed to “FIRE” his gloved finger clamped down on the trigger at the front of his stick. The 30 millimeter cannon tore off a succession of white-hot shells in a bright line of arcing white dots perforating the night sky. They expanded out in a wide curve and faded. Gwok jinked hard right, largely from instinct but also to avoid overrunning his target or even colliding with it. He didn’t know if he scored a hit. He pulled hard back and right on his stick, describing a tight circle to come around and see if he could spot the black stealth bomber.

As Gwok finished his tight 360-degree turn and rolled wings level he saw something trailing flame through the night sky, cartwheeling straight down toward the earth like a black, burning boomerang.

03:30 Hr.s Local. 34,400 feet, B-2 Spirit Stealth Bomber “Spirit of Arizona”, 55 miles southeast of Yongbyon Nuclear Scientific Research Center, North Korea.

Alarms lit off inside the cockpit. The nose went down and Evans tried to add power and gently pull back but there was no perceivable control response. The aircraft began to shudder, then pivot oddly beneath them. It was falling apart. The G-load increased and the aircraft entered a spin like a boomerang. Evans got one hand between his legs and into the ejection handle as he said, out loud into his mask, “EJECT, EJECT, EJECT!”. Myers never heard him. He may have been fighting the losing battle to save the aircraft, he may have been wounded, he may have been dead. He never made it to the ejector seat handles.

The B-2 spun nearly 180 degrees in the air, nosed down and began to topple like a kite freed of its broken string. The top of the flying wing’s fuselage exploded in a spit of flame as Maj. Dave Evans’ ACES II ejection seat rocketed free. It flipped end over end at first, falling through 15,000 feet until it stabilized somewhat. At 10,000 feet the barometric altimeter automatically released Evans from the seat and his parachute began to deploy. The ejection, like all escapes from a crashing airplane, was violent. The severe vertigo was made worse by the darkness. Evans lost consciousness from the centrifugal force of the seat spinning after his egress from the crashing airplane but came back into a hazy state of alertness once his parachute canopy opened and he was scooting along under it at a steady speed with the prevailing winds. He didn’t know it, but the winds were carrying him toward the west coast of North Korea.

A disadvantage to being a stealthy aircraft is that, when the aircraft goes down, it is very difficult for rescuers to know where to look for the surviving crew, if there are any. Major Dave Evan’s ejector seat was equipped with a ProFIND SLB-2000-100 locator beacon. The beacon is a part of the pilot’s survival kit packed into the seat pan of the ACES II ejector seat. It actuates automatically when the pilot separates and dangles below him as a part of the survival kit package. At 9,500 feet above the ground Evan’s locator beacon began to transmit.

03:40 Hr.s Local. 45,000 feet AGL, U.S. Air Force E-3 Sentry AWACS Aircraft, 21 miles west of North Korean coast.

Airman 1st Class Stephanie “Stuffy Stef” Monroe, an airborne sensor operator oddly prone to allergies on board an E-3 Sentry off the coast of North Korea, saw something on her monitor she had only seen in training. The flashing icon indicated an incoming emergency locator beacon from a pilot’s survival kit. She keyed her microphone to the on-board mission commander. In less than one minute half of the crew of the E-3 were shifting their workloads to a new priority; rescue one of the most sensitive assets in the U.S. military- a stealth bomber pilot.

This story was originally posted at Tomdemerly.com.

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