Cirrus Approach

ByHank Gibson September 18, 2019September 18, 2019

Earlier this year, Cirrus debuted it’s new Learning Management System (LMS), Cirrus Approach. For several years, Cirrus has led the way in online systems training while using several different platforms for it’s LMS. Cirrus Approach is the culmination of lots of sampling and tinkering, and boy, did Cirrus knock it out of the park.

For those of you unfamiliar with the Cirrus training program, here is the quick rundown. When a pilot who has no Cirrus time buys a Cirrus aircraft, initial transition training is required to familiarize the pilot with the aircraft systems, speeds to fly, power settings, etc. The Cirrus Transition Course is a 3 day that gets a VFR pilot up to speed in the airplane. Under the Cirrus Embark program, those 3 days of training are covered by Cirrus and free to the new owner.

If the pilot is an IFR pilot, then the 5 day Cirrus Advanced Transition Training Course is required. If the pilot has Cirrus experience, but with a different engine or avionics configuration, there are courses for that too. The Cirrus Embark program covers 3 days of training for most courses for a new Cirrus owner.

As part of the aforementioned courses, there are systems to learn about and procedures to understand. This is where the Cirrus Approach LMS excels. Cirrus has done a great job of putting together lots of good videos (that are actually interesting but not annoying) on the airplane, systems, how to fly it, etc. for each course. It cuts down greatly on the time that the training instructor has to spend on the ground with the pilot since the pilot has already compiled knowledge through Cirrus Approach.

Cirrus Approach is accessible online at learning.cirrusapproach.com. To get access to the courses, create an account, then select the Learning Catalog. The courses are categorized based on the type of training (Transition, Advanced Transition, Avionics Differences, Airframe & Powerplant Differences, Recurrent, and Specialty), then further broken down into the type of airplane, engine and avionics (eg. SR22T G6 Perspective+). Make sure the correct engine and avionics configuration is selected! Notice, there is a difference between the SR22T and SR22 (Turbo & Non-Turbo).

Anyone can do the specialty courses. I would highly recommend for everyone to take the Engine Management course as well as the Icing Awareness Course for you TKS and FIKI operators. The Takeoff & Landing course is a good refresher course for a pilot who hasn’t done any training in a while.

The Recurrent Training courses are encouraged for all Cirrus pilots. There is an IFR Refresher, a VFR Refresher, and a Skills Refresher. These are recommended to rotate through with a CSIP (Cirrus Standardized Instructor Pilot) on a yearly basis. With a little extra ground, a Flight Review and an IPC can be accomplished yearly using these courses.

Interested in Initial or Recurrent training in your Cirrus using Cirrus Approach? Contact Texas Top Aviation today!

Jeppesen vs. Aeroservices Charts
ByStephanie Mertz April 1, 2021April 28, 2021

Many people ask, which set of charts is better? Should I use the FAA Aeroservices charts on Foreflight or pay extra for the Jeppesen charts? Since you have to pay for Jeppesen, they are probably better, right?

I am not here to say which one is better as a chart preference is just that, a preference for one over the other or for certain features. After a while, muscle memory and routine take over and you probably wont even notice the difference.

History

In 1934, Elroy Jeppesen began making his own charts and sold them to other pilots. His little company grew into the giant Boeing chart company we know today. Jeppesen charts are used internationally and therefore include information that might otherwise seem common knowledge, like transition altitudes. The key is, you cannot get FAA Aeroservices charts for international destinations. Jeppesen is the only option for outside the US.

National Aerospace Charting Office (NACO), or the new(er) name “Aeroservices” or FAA chart, whatever you decide to call them, are United States government issued charts. In addition to civilian use, Aeroservices charts are used by the military so there will be some terminology that does not apply to civilians. The best part about FAA Aeroservices charts are… they’re free!

If you are in the middle of a transition or trying to decide which charts to use, you have come to the right place. Here are a few key differences.

Obstacle Departure Procedure Chart
KAXX (Angel Fire, New Mexico) ODP
1. Frequencies: FAA Chart provides the AWOS so you have all departure frequencies in once place.
2. Airport: Jeppesen highlight the airport, which is a nice feature so you can easily see the flow from the airport.
3. Notes and Remarks: Jeppesen bolds the speed restriction all over the chart so you won’t miss it. All other requirements are in the top right corner. Note the transition altitude 18,000′. Since Jeppesen is used internationally, it is published on the chart since other countries have different transition altitudes. It takes up a chunk of chart real estate, but it’s clear, easy to read, and always in the same place. The FAA charts post all the requirements and restrictions as notes off to the side. Since it’s in the same space as the chart graphic, it’s easy for the eyes to catch while studying the plate.
4. Take off Minimums: NOT APPLICABLE for PART 91 – however, it’s wise for all pilots to look and abide by them. Jeppesen displays the standard take off minimums table, as well as the rate of climb table, which is nice to have all in one place. The FAA chart gives the non standard information but you need to know/look up the rest in the Digital Terminal Procedures Supplemental document. (Hint: It’s in the Documents section of Foreflight)
5. Take Off Obstacles: About the same on both charts
6. Route Description: Similar on both charts, but larger font and clearer description on the FAA chart. When there are different routes from different runways, the FAA chart layout is really helpful.
7. Graphic Layout: Jeppesen and FAA use the same graphics for all their different charts and plates which makes it easy to read once you are familiar with the respective charts. FAA charts are easy to read and distractions are kept to a minimum. Jeppesen charts make things bold and enlarge pertinent information so you won’t miss it.
8. Airport altitude: This is only on the Jeppesen chart (the FAA chart doesn’t include it), but it is very helpful for situational awareness. As you brief the arrival altitudes, I think it’s important to have an idea what AGL you are at.
Approach Charts

One thing pilots love about Jeppesen approach charts is the clear set up for an approach brief. The top section is created as a “briefing strip” starting with the frequencies, then navigation frequencies, minimums, airport elevation and the missed approach. It’s very natural and user friendly.

FAA charts have a slightly bigger picture of the approach planview, but the profile view and minimums section can get a bit cluttered. It can feel a little discontinuous when briefing the approach to bounce all over the page. However, some pilots really like the small airport diagram in the corner, which I find really helpful for situational awareness (particularly for students learning circle approaches). Non- standard alternate and takeoff minimums are also clearly noted, but unfortunately we must hunt elsewhere to find them. The Jeppesen alternate minimums and takeoff minimums will both be on the airport diagram
1. Frequencies: Getting weather and tuning radios is easy on the Jeppesen charts – just follow the briefing strip. The frequency section on the FAA charts is still easy to read, but closer to the center of the page. It’s split up from the nav frequencies and other important briefing information.
  a. FAA charts are created by the government and have military specific information, which are the odd looking frequencies and channels on the chart.
2. Approach Navigation: On a Jeppesen chart, you will continue to the next line to verify your frequency, course and set minimums (assuming you are straight in on the ILS). On the FAA chart, you will then have to skip to the top of the chart to get the frequency and course, and then scan to the bottom of the page to input your minimums. However, since you could be flying a localizer approach or a circle to land, it’s a good reminder that not everyone using this approach chart will be using the same Decision Altitude (DA). The FAA chart also includes runway distance information so pilots can make determinations of approach speeds and stopping distance if the runway is wet or icy.
3. Missed Approach – Textual
4. Approach Lighting
5. Missed Approach- Graphical: The missed approach information is the same on both charts. The lighting information is key for determining a missed approach and is next to the missed approach text on the FAA chart. It’s found next to the missed approach graphic on the Jeppesen chart. Personally, I find it easier to find and read the lighting information on the Jeppesen chart. Remember, on both charts, the placement of the PAPI on the chart indicates the physical location of the lights (left or right of the runway).
6. Notes: Both charts have a notes box, but they use them a little differently. Once again, remember that Jeppesen charts are used internationally and include the transition altitudes and altimeter setting info. On both charts, the notes section will be where other critical information will be shared which isn’t really applicable for this airport. On the FAA chart, the tower frequency is starred to note that there are operating hours (you’ll have to check the chart supplement AF/D to find out what those hours are). There is also an L next to the frequency to indicate it is the pilot controlled lighting frequency. You will also find the note about the VGSI and the Approach Glide path next to the profile view on the FAA chart, whereas the Jeppesen chart has that note in the notes section at the top. The FAA chart also has the T and an A in black triangles to note that this airport has non- standard alternate and take off minimums. Again, those are found in separate documents when using FAA charts and on the Airport Diagram when using Jeppesen charts.
7. Minimum Sector Altitude: Similar on both charts, but in different locations (reminder: ATC vector altitudes may be lower. It is the pilot’s responsibility for safety of flight to maintain safe obstacle clearance, so if you are ever concerned about going below the MSA – just ask ATC).
8. Planview: Other then differences in size, visuals, and text, the information displayed on both is very similar.
9. Profile View: Again, the displays look different and pilots will have their preference, but the information is the same.
10. Minimums: Jeppesen charts not only note the category for each approach with its designated letter, but also displays it in knots. It is recommended that if you increase your approach speed (based on flaps or gusty winds or perhaps a faster speed for a circle to land approach) that you should use the higher category minimums. The reference guide makes that easy to look up. The other benefit of the Jeppesen charts is right the table that contains the time from the final approach fix to the missed approach point for a localizer approach, it also shows the rate of descent with the associated ground speed to maintain a 3 degree glideslope. Now there is no excuse not to set pitch and power! The minimums posted in parenthesis are for the military, but RVR in statute miles is also included.
11. Airport diagram: Only on the FAA charts, this particular feature is particularly useful for situational awareness. The arrow pointing to the runway shows the direction the approach is arriving from so planning a circle to land is a cinch. There is also a lot of other information that can be gathered from the airport diagram for quick reference or to help a disoriented pilot: lighting, displaced thresholds, closed taxiways, and runway placement and lengths. This is easily one of the best perks of an FAA chart.
Arrival/ Departure Charts: Sewzy 5 Arrival KAUS

The Jeppesen lay out is very attractive and draws the pilots eye in a clear way to all the important information. The colors pop out, so the required altitudes and speeds are easy to read and remember. The chart, which is the proper scale, shows MORAs , easy to find airports (and runway layouts) and is over all easy to follow. However, the texts, while very clearly laid out, are small and difficult to read and pushed to the very edges of the chart. FAA charts are simple and fairly easy to read, but the airports are not as obvious and the flow to the airport requires a good look. The table on the Jeppesen chart is a really nice format, but the text and Notes for arrivals on the FAA chart are easy to find and much easier to read quickly.
1. Frequency: FAA charts include the approach frequency on the arrival, which is helpful for having radios tuned. During a busy time when the controller changes your frequency, all you have to do is verify the frequency you already set, rather then totally stop what you’re doing to switch it. The Jeppesen charts add the airport elevation next to the ATIS, which really aids situational awareness.
2. Notes: Jeppesen notes are clearly numbered and tucked away nicely in a box, but the FAA chart notes pop out in the middle of the page and are easy to skim for pertinent information.
3. Planview: I think Jeppesen is the clear winner here- it is so easy to read, it only takes one glance to know where the primary airport is and how the arrival flows. The chart being at the proper scale offers the pilot important geographical information and over all is a clean look. Notice the small series of arrows after SMRFF on the the Jeppesen chart; those indicate the pilot should expect radar vectors. The FAA charts include those instructions in the text, but I find the visual reference on the chart helpful. The FAA charts are equally clean, with altitude and speed restrictions easy to read even if they don’t jump out. When there are multiple airports that the arrival serves, the airports are clearly marked, though, I think it would be nice to have a little more information surrounding the primary airport for better situational awareness.
4. MSA: only on the Jeppesen chart
5. Primary airport: The runway alignment and grey highlight on the Jeppesen chart stands out very clearly, while the FAA airports are a little more obscure.
6. Arrival route description: The table on the Jeppesen chart is easy to follow but the text is very small and pushed to the bottom. The route description is much easier to find and read on the FAA chart.
Airport Diagram

The Jeppesen Airport Diagram page has it all: frequencies, airport diagram, runway info, take-off minimums, departure procedures and alternate minimums. It’s a one-stop shop. It makes preflight planning easy when its all at your fingertips.

The FAA charts usually require a little more searching for different pieces of airport information. The Airport Diagram itself is just the airport layout. Above, you will see a simple FAA Airport diagram. It’s clean and simple, perfect for a knee board print out.

In the flight planning process, as you look at what approaches you will be using for the airport, you might see an A or T inside a triangle. Those indicate that you will need to look in the Alternate Minimum or Take off minimum documents for more information. The Takeoff Minimums document (see below) is also where you will find any obstacle departure procedures for that airport. Apps like Foreflight help you out by posting the take off minimums under the departure tab. Even though it’s a little more difficult to read, I didn’t crop out the airport information so you can see what it looks like in context.

FAA Alternate Minimums on the Left and Takeoff Minimums and Obstacle Departure Procedures on the Right
IM SAFE: Are You Really?
ByHank Gibson February 16, 2016

As pilots, we are all familiar with the IM SAFE acronym that the FAA puts out. It comes up as part of the ground training over Human Factors during private pilot ground school. We all memorize it, spit it out for our check rides, then most of us promptly forget about it.

When I was training for my pilot’s licenses, I was at a Part 141 school that was very standardized (LeTourneau University, who has a fabulous aviation school). Before each flight, we had to do a self evaluation based on the weather and the IM SAFE checklist. Based on our answers, we would then determine if the conditions were conducive to flying as well as if I was physically okay to fly.

This was a great tool because not only do pilots have to pre-flight the airplane, they also need to pre-flight themselves. It’s very easy to fall into one of the “Hazardous Attitudes” if there is a pressing meeting or you haven’t flown in a while and it’s a beautiful day, but maybe you aren’t physically fit to control an airplane.

Let’s break down the IM SAFE checklist to dig a little deeper into the physically fit side of flying.

Illness

This one is pretty easy. Are you sick? If so, how sick? If you can’t hardly talk or your body feels like it was hit by a truck, then flying probably isn’t in your best interest.

The tricky area can become if you are only a little sick. Maybe you have a cough or a little cold or a headache is starting to form. You probably could go fly, but is it really a good idea? It could be something worse, or it may be nothing. You have to know yourself and put limits on yourself before you wake up on the day of your big meeting two states over. Set illness personal minimums and stick to them.

Medication

There are a slew of drugs, both prescription and over the counter, that pilots cannot take and fly. AOPA has a hotline to call for pilots to find out if they can fly with the medication they are taking, or what meds they can take to give them relief and still operate an aircraft.

Another great resource is your medical examiner. Just give him/her a call and they will be more than happy to let you know what you can and can’t take. They’ve been educated in the area of aviation so they are very knowledgeable.

Stress

This is a huge one that pilots ignore a lot. Maybe it was a stressful day at work, maybe you are running late to the airport, your meeting got moved up, whatever. Stress can jump on you and mess up a pilot’s thinking very quickly. If you have a lot of other things on your mind and you aren’t able to focus just on flying, it might be a good idea to stay on the ground.

Alcohol

Out of the whole IM SAFE list, the alcohol limitations are very clearly defined. 8 hours bottle to throttle, no more than 0.04% BAC, no operating an airplane while under the influence, and no carrying passengers who are visibly intoxicated. For your personal minimums, it’s a good idea to increase that time to 12, 18 or even 24 hours bottle to throttle.

Fatigue

Learning to fly while a college student led to a fair share of canceled flights due to fatigue. I operate best on 8 hours of sleep in the past 24 hours. I can function on 6, but anything less than 6 hours, my performance drastically drops off, sometimes to a point where I wouldn’t be safe. I discovered this while with my flight instructor attempting to do a holding pattern and completely botching it up.

I observed this as a CFI quite often. If I was doing ground with a student and they were struggling, my first question would be, how much sleep did you get last night? More often than not, if I had to ask that question, I would get an average answer of 3 to 4 hours (I even had one guy show up for a flight block on 2 hours sleep. I sent him back to the dorm).

Fatigue is very easily overlooked because it’s not measurable. Needing to get a flight lesson done or needing to get somewhere when you are obviously fatigued is not a good idea. Make sure you get a good night’s sleep before a flight and don’t be afraid to cancel if you didn’t. Set some sleep personal minimums and make them hard and fast.

Eating

Don’t skip meals and fly. Performance greatly decreases when a pilot is hungry. At the very least, stick a couple of food bars in your flight bag to give you some nourishment.

Also, stay hydrated, especially in the summer time. I carry a huge bottle of water with me on all my flights because I get headaches if I don’t drink enough. Getting dehydrated on a long flight can lead to all sorts of performance problems (over hydration is also a problem in the air, but that’s what Gatorade bottles are for, right?).

All this to say, have some personal minimums when it comes to you and your body. Check the plane, check the weather and check yourself. If anything falls in the “red” area in any one of those three categories, stay on the ground and don’t press your luck.
Selecting the Proper Altitude
ByHank Gibson August 28, 2015September 6, 2015

One of the first questions a student pilot asks me when starting the cross country portion of his or her training is, how do I know what altitude is best for my flight? This is a good question, because without taking certain aspects of the flight into account, it’s really just a crap shoot when selecting an altitude. Craps and flying don’t mix, so let’s take a look at a few considerations when selecting an altitude.

Sky Coverage

Sky coverage has several subcategories when it comes to selecting an altitude. First is how high are the bases? Is it IFR (VFR pilots would be grounded), marginal VFR (1,000 AGL to 3,000 AGL ceiling), or good VFR (above 3,000 AGL ceiling)? If the cloud deck is only 2,500 feet off the ground, then VFR pilots are limited to either 1,000 AGL to 2,000 AGL. This is an excellent segue into why VFR pilots shouldn’t scud run!

Second, what kind of cloud deck is it? Is it an actual ceiling (broken or overcast), or is it a scattered layer? Few or scattered layers usually allow VFR pilots to find a hole to get higher to some smoother air, making the flight more pleasant. VFR pilots, always make sure to check the destination weather as it could be scattered where you are departing from, but it might be broken or overcast where you are arriving.

Last, how high are the tops of the clouds? Pilots can only get this information in the planning stage from the area forecast or from pilot reports, so most of the time, it’s not very precise information. If the tops are at 10,000 feet and the pilot is flying a 172 on a 30 mile trip, it doesn’t make much sense to get on top of the clouds.

Terrain and Obstacles

Terrain goes hand in hand with sky coverage. If there are low clouds and high terrain, that doesn’t bode well for trying to stay VFR and not hitting anything. Obstacles need to be taken into account too, as there are some pretty tall radio towers that can stretch up into a 1,500-2,000 AGL deck of clouds.

Winds Aloft

Once the sky coverage and terrain have been considered, it’s time to look at the winds aloft. Tailwinds are preferred, but, sometimes, a headwind is the only option. After taking the clouds and terrain into account, this narrows down your altitude to a handful of options. The winds aloft will further narrow it down.

Aircraft Performance

Once you have two or three altitudes in mind, taking a look at the performance charts for your airplane will help nail down that final altitude. Pull out the POH, compare fuel burn and cruise speed, and you’ll have your altitude selected.
Garmin GTN 750 Tips & Tricks
ByHank Gibson June 8, 2018June 19, 2018

The Garmin GTN 750 is an awesome piece of equipment. Garmin tried to make the user interface with the touch screen as simple as possible (though there still is a bit of a learning curve when moving up from a Garmin 530W). Garmin also integrated several key features that the 530W did not have that makes flying with a Garmin GTN 750 in IFR all that much better.

The two features of the Garmin GTN 750 I want to focus on today are the “Load Airway” feature and the “Hold at Waypoint” feature. If a pilot isn’t looking for these specifically, they can actually be a bit hard to find. The “Load Airway” feature is especially handy when flying IFR long distances with several airways as part of the clearance. Here’s how to utilize both.

Load Airway
1. On your flight plan page, insert the waypoint that you will be joining the airway, or, if your clearance was radar vectors to join an airway, then insert the waypoint on the airway that begins the leg you will be joining on.
2. Tap the waypoint you just inserted.
3. A menu will pop up. Tap Load Airway.
4. Select the Airway you want from the next menu that pops up.
5. Then, a list of waypoints will display to exit the airway. Select the waypoint where you will be exiting the airway.
  1. Note: Garmin defaults to listing these waypoints alphabetically. If you unselect the “Sort Alpha” option, it will sort the waypoints by direction and distance from the entry waypoint. This is a little more practical, easier to work with, and how I recommend doing it. This way you can either scroll up or down depending on the direction of travel on the airway and find your exit waypoint.
6. Tap Load.
7. The Airway and all the waypoints in between your entry and exit waypoints appear in your flight plan.
8. If you are getting vectors to join the airway, you’ll need to use the Activate Leg function to activate the leg you will be joining the airway on.
  1. On the Flight Plan page, tap the waypoint that ends the leg you want to activate.
  2. On the menu that pops up, tap Activate Leg.
Hold At Waypoint

The Garmin GTN 750 allows pilots to place a holding pattern at any waypoint that is in the Nav Database (or any user created waypoint). Here’s how to do it.
1. On the Flight Plan page, tap the Waypoint that you want to hold at.
2. On the menu that pops up, tap Hold At Waypoint
3. On the next menu that pops up, input either the inbound or outbound course, right or left turns, leg time or distance, and the EFC time, then tap Load.
4. You will see the hold now as a Waypoint in your flight plan.
Once the hold is entered, the GPS will go into Suspend mode, suspending the Flight Plan Waypoint Sequencing. Once you are ready to depart the hold, you will have to tap Unsuspend before crossing the holding point on the inbound leg, then the GPS will resume normal waypoint sequencing.

These are 2 of the really cool, gee-wiz features of the Garmin GTN 750. Following the above steps will make IFR flying much easier for the pilot, as well as much more enjoyable!
Aviation News: The Formation of ONE Aviation
ByHank Gibson April 30, 2015May 1, 2015

Earlier this month, Eclipse Aerospace and Kestrel Aircraft merged to form ONE Aviation. Most pilots are familiar with Eclipse, who makes the Eclipse 550 jet, but not many have heard of Kestrel Aircraft.

Kestrel Aircraft is run by Alan Klapmeier, co-founder of Cirrus Aircraft and brother to Dale Klapmeier, who still runs Cirrus. Klapmeier joined Kestrel in 2010 and brought innovation to the K350 Turboprop design that Kestrel was developing. Kestrel has been lacking in investors to further their project, but the merger will help a lot in getting more funding. Klapmeier assumed the CEO role for ONE Aviation.

The merger will also help bring more innovations to the Eclipse 550. The original Eclipse Jet was a miserable failure and the company went into bankruptcy in 2009. The Eclipse Jet came back to market in 2013 as the Eclipse 550 with many much needed improvements, including making GPS a standard amenity.

Klapmeier and his genius will lead ONE Aviation in good directions. The K350 will come to market a lot sooner as more investors will be drawn to the company, while the Eclipse 550 will continue to see new and innovative developments.
Fly Away Destination: Lajitas Golf Resort
ByHank Gibson March 10, 2019July 14, 2026

Talk about star treatment. The Lajitas Golf Resort rolled out the red carpet for the 2019 Texas Top Aviation Lajitas Fly In. I had been to Lajitas twice before; once in July when it was hot, miserable and bumpy. The second time was the week before our Fly In. Both times, everyone from the airport folks to the bus drivers to the front desk and restaurant staff were top notch. It made for a very pleasurable experience.

If you haven’t been out to Lajitas (or don’t even know where it is) and you’re a pilot (you don’t even have to play golf), you have missed a sure gem. Lajitas is positioned on the southern tip of the Big Bend area of Texas, right on the Rio Grande river. Lajitas has great lodging with several different room options from big to small, an excellent restaurant for 3 square a day (and even a bakery for sweets, coffee, and breakfast tacos in the mornings), and a 5 star golf course in Black Jack Crossing.

Why is this all relevant to us aviators? Lajitas has it’s own private airport, 89TE. Complete with a 5,500 foot asphalt runway, VFR conditions most of the year, and reasonable fuel prices, Lajitas is the pilot’s gateway to the resort and the entire Big Bend area. If you wait until the fall, a brand new, 7,000 foot concrete runway should be completed and an IFR approach should be available. An AWOS is in the works too.

The resort and airport are so far south, radar and radio coverage with Albuquerque Center is pretty poor below about 15,000 feet, and non-existent below 10,000 feet. This isn’t a big concern as any airplanes in the area should be on 122.9 and the airport manager will make contact with you, give you a weather report, and assign a runway.

Once you are on the ground, there will be a resort bus waiting to whisk you and all your friends to the resort for your getaway.

The 2019 Texas Top Aviation Lajitas Fly In was a big hit. We had 7 airplanes total: 5 Cirrus SR22s, 1 Piper Matrix, and 1 Citation M2. There were 15 attendees total, including 13 golfers. Everyone raved about the resort and the golf course. The only hiccup in the weekend was the cold front that blasted through on Friday afternoon, kicking up a lot of dust. Golfing on Saturday was windy too, but Sunday morning was absolutely perfect.

Thanks again to the folks at Lajitas for the star treatment!

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