take a plane for a short, uh- uh, business trip, mainly long haul. So, uh, honestly, I think that inaudible, the international markets will be, uh- uh- uh, effected, uh- uh, they are already effected and that effect will- will last longer than- than expect. So, uh, but on the other hand, I believe that the, uh, long haul leisure travelers will be there and- and- and mainly for the most important tourist destinations. So, but, you know, inaudible, uh, was the- the- the business traveler pre-pandemic for those airlines operating wide-bodies, business classes, businesses and- and- and first classes. Uh, I am not that- that bullish, uh- uh, about this- this specific market demand. Okay, thank you. And then, uh, a second question if I may, uh, on the maintenance. Uh, we- we saw a significant increase during this quarter in maintenance expense. So, we were wondering, uh, what was inaudible this increase and, uh, what can we expect going forward? Um, I- I assume that it's a- a- a catch-up from the deferred maintenance. Uh, but I- I'm just, uh, curious on hear your thoughts. Uh, thank you guys. Yeah, sure, Alejandro. I guess you didn't hear the answer to the previous question, but I'll- I'll go through that again. Um, the, you're asking about the increase in maintenance expenses from the Q2 to the Q3 from 88 million inaudible to 246 million inaudible. Um, that is from… And maybe- maybe, I'll- I'll give it, I'll give it, I'll answer it from a different, uh, perspective. That is related to the acceleration of the transition of the fleet from NTs to MAXes where we are accelerating the returns of aircraft. Now, over the next couple months, over the next year, and what you have to do on a quarterly basis is always be fully provisioned on your future redelivery estimates. And so, as we're accelerating now, the, um, the return of the IDs, you have, we have to top off, we have to increase the amount of provisions, uh, for maintenance on aircraft. And so, in that particular case, the- the- the- there was a certain number of aircraft, um, in the sin- you know, in the mid-single digits where, um, the, those provisions increased. That, so it's in there, always remember that. That's- That's, you- you always have to be estimating… If you're doing your accounting properly, you should always ask that question to make sure the companies are provisioning properly their future, uh, redelivery costs. You have to always be adjusting your, uh, provision for that. And for us, you know, the main component of those de- delivery costs is engine overhauls. And so, in our particular case, uh, as we increased the number of NTs that were returning and, you know, the number of MAXes that we're bringing in, uh, those provisions in the Q3 increase from 88 million inaudible to 246 million inaudible. Okay. Um, what I'm gonna do- Okay. Thank you. for… Yeah, sure, no- no worries. Um, we have, um, one more person in the queue, uh- uh, to ask a question. But before that I'm gonna take another question that we have from the, uh, platform, uh, which is asking about yields, RASK, and task, um, in Q2, Q3, Q4. And so, I'll just walk through that. Um, you know, we had a, you know, you know, 15 percent increase in yields in the Q3. And, you know, what's implicit in our Q4 guidance is, basically, flat yields versus the Q3. You know, we're being conservative on that given the, um, capacity, um, environment. Um, given that we are forecasting <unk> goes up a little bit, that will, in- in the Q4, uh- uh, is implied, um, a slight increase in RASK over where we were in the Q3. You know, we did the 26 cents in the Q3. We think we could be around something around 28 cents in the Q4. And on the cost side of the equation, um, you know, the recurring unit costs that we did in the, uh, in the Q3 of, uh, just under 22 cents in rial, uh, in those Q4 guidance numbers that we provided, um, is a similar level. Uh, even though we are, as I was mentioning, increasing the operating fleet and the Ludi six costs. As we return NTs and accelerate transition from the MAXes, uh, we have a combination of, you know, higher, um, expenses for maintenance for the re-deliveries, higher provisions, and also higher, um, higher depreciation. Um, and so that- that goes to, just looking down here, that basically addresses that, uh, question, uh, which is basically a conservative forecast for the Q4, uh, guidance we're providing. It's mainly volume driven. It's not being driven out of an increase in yields or a reduction in unit costs. As inaudible was mentioning, you know, if- if we get a higher ela- positive elasticity on the business side, that's gonna have a positive impact on yields, and, you know, um, could, uh, translate into, uh, better revenue numbers for the Q4. So with that, Operator, we can go back to the last question in the queue. Okay. I- I got a lot inaudible. Operator, you can go to the last question in the queue. Again, if you have a question, please press star then one. This will be the last opportunity for questions for <unk>. The next question is from Matthew Breckenridge from DSC Meridian. Please go ahead. Hi, uh, my question has actually been answered. Thank you very much. Okay, Matt. Thanks. This concludes today's question and answer session. I would like to invite Mr. Kackenhoff to proceed with his closing remarks. Please go ahead sir. I just would like to thank you all very much for the attention. Uh, have a nice day. This concludes the Gol Airlines conference call for today. Thank you very much for your participation and have a nice day.