Steve, this is a great question too. You're right, there are lots of hub tohub flights. And hub to hub flights are the easiest thing for an airline scheduler to put in the schedule for a couple of reasons. One is most airlines do maintenance in their hubs, and so by flying hub to hub, there at a maintenance station at each end. So as you root individual airplanes, it's a good way to get your plane into a maintenance station. Another thing is you do get connections at both ends. Like, like you said, it's not necessarily that an individual customer would double connect at both ends. But if you look at the houston denver for ex on united, it's very realistic that they can fill the houston denver plan with some people connecting through houston at one end, coming in from mexico, central america, other places. Those people get off in denver, but then other people get on in houston, go to denver and connect on to other places further west they fly. So it's not necessary that one person is double connecting, but they do generate connections at both ends. And the reason you're seeing wide bodies on some of these now is not because that's where airlines want to use them, but it's simply because that wide body can't be profitably deployed transatlanticall or trans pacifically right now. So the best place to put it is in a route between two hubs. The lasti i'll say steve, is when you're connecting between two hubs, there's a lot of airlines business travel that goes on. So it's a great conduit for employees to travel and for workerst at the air line to get from one important facility to another. So for all those reasons, you're going to see lots of flights hubbed o hub.

Ben, how much of that might be defensive in nature, with regard to, like, signalling to other airlines, stay out of the hub to hup market?