Hi Pawel, finally I had time to check this episode out and predictably, again the comments displayed what I call "professional intolerance". It is similar to religious intolerance, only the base of beliefs are different: different trainings, different flying tasks, different ways of reacting to challenges. This professional intolerance leads to judgemental statements. By the way, this is present in other professions too, e.g., marine shipping or railways. And while the internet and social media makes this a lot more visible, it existed well before that. Among pilots, who were drinking in the pub after work, or waiting in the crew rest area for the next flight, there were always those, who knew basically everything better than everyone else, all the time! 😂 I don't know anything better, I just have a different view on red flags @14:18 and what constitudes an "acceptable" and "unacceptable" level of risk taking. I think the red flags are the same for everyone. Physics affect our airframes in the the same way, human limitations affect our own performance in the same way. The big difference is not the amount of red flags, but the amount of competence (skill, experience, attention to detal) that we can mobilize to mitigate the risks. So what is acceptable or not acceptable depends on the RESIDUAL risks, that remain after mitigation. When it comes to risk management in avtiation, I saw are two fundamentally different "schools": one is the static and the other is the dynamic way of managing risks. Static risk management is based on essentially 3 simple rules: 1. Forbidden by regulations = don't do it. 2. Not recommended by a more senior pilot = don't do it. 3. First time = do it only with an instructor. An example of this is: "if the TAF is too long, don't fly that day". These are pretty solid rules and save hundreds of lives, especially at the beginning of our aviation journey. But they are also inadequate. Always flying within our comfort zone will make us stop learning and becoming complacent. Excessive risk aversion is a risk on its own - any inadvertent exposure to the risks (e.g., due to a wrong Wx forecast) can have much serious, even fatal consequences, than necessary. The simple static rules don't help us in complex situations either, e.g., when doing IFR flights in marginal weather, or when simply there is no risk-free choice available. (Not flying a mission can be a commercial risk, for example.) So at some point in our aviation journey, we often get introduced to dynamic risk management, with reference to our "personal minimums", a.k.a. our person-specific limits on crosswind, visibility, length of flight, airspace complexity etc. In this mindset, everything is a red flag beyond our personal limits, which needs additional mitigation work. However, if we do that work well, we can venture outside our flight envelope and develop ourselves further. With dynamic risk management, a lot more can be done, but it takes a lot more work from us, a lot more attention to a lot more details and a lot higher situational awareness. Not just before the flight, but also during the flight. It also becomes a second nature to look for subtle red flags, unusual indications from the aircraft (e.g., strange engine sound), unusual situation with ourselves (e.g., fatigue symptoms) and factor them in. In these two videos, I saw Dominik taking a lot of risks, way more than usual for pilots of GA or airline. A lot of other people saw that and complained about that. What I also saw however, was his extensive mitigation efforts: talking to a human meteorologist, planning to circle up near the airport before going en-route, turning away from the valley to avoid turbulence, assessing the situation regularly in flight etc. And not everyone understands that these actions were highly effective in mitigating the risks, bringing down the residual risks into the reasonable range, on par with single engine flight over rocky terrain or at night. It may be still too high for some viewers, which is especially frustrating when the reason is outside of our contro, e.g., not having enough courage, not having enough money to practice up, or having people dependant on us (e.g., young kids, older parents needing assistance). This frustration can easily sneak in into judgemental comments, that are more of an emotional nature, resulting in the above mentioned "professional intolerance". For anyone, who wants to see dynamic risk management in aviation at its best, I recommend 2 books on crossing the North Atlantic. 1. The Spirit of St. Luis by Charles Lindbergh (yes, the man himself) 2. Ferry Pilot: Nine Lives Over the North Atlantic by Kerry McCauley (a totally "crazy" guy, but with amazing level of problem-solving capabilities, so he survived his ordeals). Stay vigilant, stay safe, and keep flying daring missions with solid risk mitigations, with choices never to be regretted.
Truely awesome video. Scary too, but you guys had it covered and planned well. As a new CPL holder, who's getting his CIR, I'm not sure I could have done this. You gained a new subscriber. 👍
While the video is entertaining, flight into known icing conditions in an aircraft with no anti-ice or de-ice equipment is not good decision making and could have cost you your life. The limitations in the POH for that aircraft specifically says “Flight into known icing conditions is prohibited”. Limitations, page 8. Those are rules for a reason. I don’t care how much experience you have, that was a dumb decision. There have been many fatal accidents in the past because of flight into known icing conditions in aircraft that WERE equipped with anti ice equipment. Why on earth would you risk your life? Why not wait for a different day with better forecasted weather? I’m glad you guys are ok, but for the love of god, please make better decisions in the future. Don’t become a statistic.
With 38 years of being a pilot this was a crew that made bad decisions in every move! Don’t care what experience the pilot had. Id never let him fly one of my planes. Somethings are wrong, and they will always be wrong.
Russ, At first thank you for your comment and time spent on it. I value your input., But in truth, before you say someone “id never let him fly one of my planes” - hypothetically - we have to ask the PIC (of that flight) if he would like to fly any of your planes, that for first and then for such how much money - you would have pay him. Yes? Do you understand that? Maybe 38y of your flying was not enough to get You close to a Pilot of that magnitude, but to understand that, and what have happened there, you would have to watch - deeply in detail - both YT episodes… on that journey. Best regards from Poland. 🇵🇱
Dzięki takim ludziom jak ty i ja podjąłem decyzję o zrobieniu minimum PPL . Wielkie dzięki za twój kanał , twoje filmy ogląda się z wielką przyjemnością 😀
Hello captain. I am studying for pilot . I watched this video…my goodness with anxiety seeing ice on wings…over North Atlantic..my goodness, absolutely wild adventure. My question is: i am wondering about “decision making”. When you were in Kulusuk airport, with 40kt gust, really really bad weather, what information you had, or conditions you had, that make you take the decision of “go ahead and take off”. With that weather I would say “tower, do you have a couch we can sleep there tonight?”😅😅😅. Thank you captain, amazing channel.
Debrief consideration: at near 700 AGL was it smart to not have your survival suits dawned fully as you don't have the time to get fully kitted up before splashdown at your altitude? Maybe in your future pilot briefings incorporate a set altitude or phase of flight where they must be on fully?
Thank you for your opinion, and for the time spent asking it. I value that. Your questions have been answered few times already in past 400 comments there, if you would read what the section, before you ask. I say: answered few times, so you are not only one who is writing, not necessarily reading Sir. As i value your time for commenting the movie, i also value my time in reply. I see no sense to answer to you, again, because you don’t read the first place, so I don’t think you do it anyway. It is nothing personal, just people here - who comment does not read themselves each other, but claim to be detailed and knowledgeable Pilots.
A myślałem, że Floaty to konieczność. Jak wygląda ruch lotniczy w tym przypadku, trzeba zgłaszać lądowanie na jeziorku? Spalanie z floatami o ile % większe? Czy mając licencje na coś takiego można lataz normalna kołówką? Już zamarzyłem o Icon A5 pomimo 100KM 😊
Trzeba, nalezalo by - mimo lotow w klasie (strefie) G - poinformować Pana na FISie o zamiarach. Spalania nie znam. Spali ile wlejesz. Licencja SEP(L) i SEP(S) to dwie różne rzeczy.
Ile taka samotna wyprawa może kosztować ? Bardzo fajne filmy ;) wyprawy przez ocean piękne ! Mega zazdroszczę tak wspaniałych chwil i wspaniałej pasji ;)
@@pawelkozak_com dzięki. Fajny kanał prowadzisz. Trafiłem tu w ubiegłym tygodniu i lecę po kolei. Też kiedyś miałem plan na turystykę w Buschplane'ie, ale życie zdecydowało, że mam pieniądze na coś innego wydawać. 3mam kciuki!
