Day Two (2) of the ECIE was a long one, over seven hours of flying, and there is a good bit that Doug wants to share with Billy. There are five (5) videos to follow so keep scrolling.

Video 1 - Communication & Approaches

Video 2 - the Importance of Hydration & Nutrition

Video 3 - Managing Fuel

Video 4 - Checking the Altitude at the Final Fix

Video 5 - Talk About Approaches

Communication and Approaches

Billy shares his shortcomings - primarily communication. Doug is sympathetic but points out the importance of good radio skills. Doug suggests adjusting the power setting immediately at the start of a descent. Otherwise you can risk overpowering the engine or approaching maneuvering speed (Va). He also emphasizes the importance of maintaining the priority of aviate, navigate, communicate.

This is the first time Billy has flown an LNAV+V and Doug explains the difference between it and an LPV; i.e., advisory vs guidance, DA vs MDA, and sensitivity. Doug also gives a good rendition of a proper missed approach procedure. He again underscores the importance of getting away from the ground and not canceling the suspension too soon.

Importance of Hydration & Nutrition

Doug discusses the importance of maintaining a good physiological condition in flight. Hydration is key; but at the right time.

Managing Fuel

Doug recounts the inflight decision to transition to lean of peak operations on the leg from KAYS to KLAL. The fuel burn savings dramatically increased their endurance and allowed them to proceed direct to Lakeland.

Checking the Altitude at the Final Fix

Doug always checks the altitude when crossing at the final fix to be sure we're on the proper glide slope, even with an LPV. It's the altimeter setting that's determining the DA, so this is a good practice.

Talk about Approaches

Doug promotes loading vectors to final with at least an intermediate fix until the final fix is confirmed. This maximizes flexibility and could save the pilot from having to reload the approach if the controller redirects them. He also discusses the controller at Titusville who was apparently unaware that an RNAV approach can have vertical guidance.

Doug underscores the importance of being aware of the change in sensitivity of the GPS between terminal and enroute modes.