Video

There's no universe in which I would enter this plane for the second leg. And don't get me wrong. I love c182. Just this flight should never happen.

Z kanałem.oo angielsku super pomysł. Przydała by się angielska nazwa. Od jakiegoś czasu widzę, że nazwa wniebowzięci również została zastąpiona.

Super, edukacyjny odcinek.

Ciekawy odcinek.

Jak zawsze sztosik!

Ale super klimat. Miałem pytać, gdzie można znaleźć info, żeby kupić paliwo na lotnisku bez stacji, ale później się wyjaśniło :)

Po raz kolejny Zajebiście!

Pięknie widoki pozdrawiam

Dziękuję za film. Trochą humoru plus fajny montaż, miło było posłuchać. Nie wiem czy jest coś takiego jak "wywiad w awionetce" i czy to by było opłacalne ale ten odcinek mnie się podobał. 😁🛩

Jak zawsze super! Mam sugestię odnośnie napisów - przydalybu się. Nie udalo mi sie zlapać wszystkoego z komunikatów radiowych. Pytanie, a bardziej ciekawość. Ogladajac trochę Rednecków w Bushplaneach zauwazylem, ze Ty szybciej schodzisz na ogon. Przyzwyczajenie z innych samolotów, czy tak powinno być?

Pięknie

✈️🛬🛫🔥💪🤝🫡

Pozdro 💪🤝🫡

Pozdro 💪🤝🫡

I am planning to fly to Europe from the USA in my V-tail Bonanza and will definitely take into consideration the dangers of icing. Thank you for the video.

Good Job !!! Daj (.....) Jemu troche polatać !!! 😀

Lotnisko Wisznice ?

miło zobaczyć film po długiej przerwie

Miły i szybki materiał. Mam nadzieje, że zagościsz na yt na dłużej i bez przerw. Twoje filmy mają naprawdę fajny vibe i ogląda się je z czystą przyjemnością. Dziękuje Ci bardzo za ten materiał Paweł 💪

Mega 😄

Super.

Nie bądź chuj subskrybuj 😂

Paweł, miło Cię widzieć po długiej przerwie !

Pozdro 📝🗺️📏💨📞👁️🤝

Nie bądź ch...j obserwuj 😉

Jak zawsze sztos!

Cześć i dzięki, że znów pokazujesz nam te widoki.

Twój samolot prezentuje się bardzo zacnie

Jaki masz uchwyt do Insta?

Silnik super gada.

excellent video, congratulations and thank you for sharing, your flight and your story are very intrepid, I flew from Gander to Keflavik in an H25B and the weather conditions were almost the same, even flying at FL370 I was IMC, it was a very nice experience, originally We left MMAN and our final destination was UUDD. Greetings

Bisogna essere degli incoscienti per volare in quelle condizioni meteo. Se sono sopravvissuti, significa solo che sono piloti fortunati, non piloti bravi

No. Jeszcze 1 odcinek i jazda próbna. :)

You guys are reckless pilots and I personally won’t fly with them, really despicable pilots.

Y’all are crazy.

Well done guys

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.

W pokoju Pilota to bym widział takiego BushPlane'a zrobionego w tym stylu.

Myślałem, że Pilot w wolnym czasie sklejania modele samolotów 😅

Piękny ten samolot...

Żerniki. Tam parkujesz swojego Bushplane'a?

Dobrze mieć doświadczonego kolegę po prawej.

Super!

Pozytywne Świry! Dobrze sie ogląda.

Hah, końcówka dobra. Teraz w styku Pawełek: Dzien dobry. Gdzie jestesmy, co robinmmy :) U make my day!

Rozumiem, ze te kombiaki sie wypozycza? Jest to koniecznosc prawna, czy wlasne widzi mi się?

Sztosik.

Kozacki odcinek :)

Ten helikopter na 2:00 minucie filmu, to co tam targał?