Divert... or Disaster? This got WAY too risky.

[@jackielinde7568]

I'd recommend this video to anyone who is a nervous flyer. This shows the mental headspace every pilot should have when up in the air. This isn't a "what could go wrong" look, but "If something does go wrong, how can I safely navigate through it for a positive outcome."

[@stevewhitaker44]

I’d even go a step further and say not if, but when it goes wrong. You should always be calling out emergency landing areas. Don’t wait for an emergency to scramble for a place to land.

[@Aviation101]

Totally agree!

[@Calebs_Aviation]

@@Aviation101Everything Josh does and makes videos about always shows safe practices and makes everyone want to be a better and safer pilot! 😊

[@kpitone]

Josh and Chelsea are phenomenal ambassadors for GA. This mindset should be celebrated and exposed to as many people as possible. He's open about his mistakes and always lets us know his thought process. You never know, this video might save someones life.

[@Aviation101]

Thanks for that. That’s the idea - I’m producing videos about what I think it’s important to talk about. 🙌🏼

[@nowjustanother]

Josh's facial expression when he was considering his fuel state, weather, etc. said everything. He made the right call and he knew it.

[@healerf18]

Love it. I hate worrying about fuel in flight. The moment I start getting concerned, I land and top up the tanks.

[@Aviation101]

Bingo. Never an excuse to run it out of fuel when you have airports all along the way.

[@brennenfitzgerald]

My mom tack hammered into my head, “You might be right…… but do you want to be dead right?”

[@stewie84]

Student pilot @ 36 hrs in a C172 contemplating a career change to aviation from medicine. Just discovered this channel and I absolutely love the content and your safety oriented mindset. Taking nothing for granted, humility in the sky is the safest way to fly. Well done.

[@Goody2414]

Good call. I just recently made a fuel stop when I probably didn’t need to. But looking at my kids sitting in the plane absolutely clueless to the risk I decided I should always err on tube side of caution. Same reason I climb as high as I can most trips. I’ll take extra fuel, or altitude every time. People you love sitting next to you really keeps your mind in a different place. Nice work Josh.

[@timlong9913]

I have 100s of hours in this area. You made the right call. Terrain is rough and IMC develops quickly on cool evenings here.

[@Aviation101]

Always ready to divert and go to plan B… or C 🫡

[@EpicAviation175]

If I had to fly with one person, it would be Josh no question. I'm a student pilot in part of the midwest where weather is very unpredictable and we always do a safety briefing/risk assessment for the flight, always reminding me of Josh and his emphasis on safety. Honestly most people would *probably* rather change their plan than end up in a fatal NTSB report. Great and helpful video as always!

[@Aviation101]

That means a lot! This whole flying thing means nothing, absolutely nothing, if we’re not keeping safety the central priority.

[@NOL1FEK1NG]

14:00 The way she looks at you. If that is not love, I dont' know what is. What you are waiting on buddy, Im sure me and god don't know.

[@colostomybag9367]

They got married recently I thought

[@davidsaporito3334]

Put a ring on her!

[@samwalker3441]

Exactly.

[@RaceMentally]

This is what aviation is about. There is no rush. The more we fly like that the better we are. NEVER RUSH!!! Great video. Let me know when in AZ or So Cal take you out in the boat and RVs

[@Aviation101]

Slow and steady. I appreciate the feedback and kind words 🙌🏼

[@bobgutgsell1009]

One of the things that make this channel so special is how humble you are. The best part is, seeing you both experiencing this together. ⚓

[@SkyKing337]

And always selling a new gadget you don't need to fly. Wow.

[@df0813]

Dear Engine, You are my one and only. Love, Pilot.

[@RusscanFLY]

Such an awesome video. The thing that I like about what you do, Josh, is how transparent you are and some of the mistakes you make yourself. It makes us low time VF our pilots feel that we need to up our game, but at the same time, realize that there’s still so much to learn. Thank you for sharing your journey!

[@jfbrubaker1969]

I really appreciate how transparent you are! I think most people would have thought that since they didn't make the mistake, there would be no need to share it. Your transparency helps to make us all better pilots!

[@rodos2001]

Safety attitude and common sense saves the day. With all that stress,😢 an overnight stop is my choice for this flight. Once again, a hotel room in LA is still cheaper than a funeral. Very fun video, as usual. Be safe, we enjoy having you at the controls

[@Aviation101]

Agreed!

[@flightsaitek4087]

That 185 is a treat. An old CHP patrol plane. They all have that paint, and those sweet door windows! Thanks for cutting it into both videos 😊

[@Aviation101]

Oh nice! I didn’t know that.

[@atg197]

@@Aviation101 Yeah. That paint is ex CHP. They look great.

[@robertm348]

"I think I have enough fuel" are famous last words...

[@Aviation101]

Exactly!

[@raym8377]

If your 4 place aircraft has about a 5 hour endurance and you start with full tanks, I don't see much point to landing with less than 2 hours of fuel remaining. Don't most people need to stop to eat or go to the bathroom before that? I know there are in-flight options for those matters but that makes the flight more of a grind than a pleasure.

[@lowrivera]

I’ll turn 44 in a few weeks and I’m just starting my PPL journey. I love this channel because Josh is so safety oriented. I have two young daughters that I wish to take trips with once I am certified. It is for their sake, as much as my own that will make safety my number one priority, always. Thank you, Josh.

[@charleswaldrop7405]

Very nice video. I agree that stopping for fuel was the proper move but was a little surprised you did not go ahead and file IFR for the last leg into Santa Maria giving you terrain protection and easy access to the ILS in case the marine layer had moved in by the time you reached Santa Maria

[@4life409]

Nice video, thanks. Still have to disagree with flying at night over the mountains around Socal in a single engine, an absolute nono for me. Even at higher altitude losing that engine you're also without alternator so just a backup left, meaning yr probably unable to fly an instrument approach to a diversion ap. I regularly fly around Socal in my Piper and like you said the marine layer can move in much quicker than often forecasted, at night that will put the coastal mountains IFR with zero options left in case of an engine out. Maybe I'm over cautious but after a 30 yr airline career and an engine failure in a single engine I like it this way.

[@BelowMinimums]

So I'm a pilot and approach controller in the south east and my airspace isn't nearly as busy as Magu but me and my coworkers consider it our responsibility to either get you permission to transition someone's delta or tell you to remain clear. This case is a bit funky though because you were radar contacted (which for my operation means now I take the responsibility to allow you through deltas) but you were radar contacted so close to the Oxnard Delta I may not have had time to call them and get permission before you would have entered. Because that's how I get you permission to transition a delta; I have to call the tower controller and tell them who you are, where you're going, and request permission to transition their delta. The rules are also not particularly clear. The pilot rules say you the pilot are required to verify permission to enter airspace, but the ATC rules say we're required to verify permission to enter someone else's airspace. So essentially the rules say we both have to verify permission prior to you entering someone else's delta. ATC rules: "b. Coordinate with the appropriate control tower for transit authorization when you are providing radar traffic advisory service to an aircraft that will enter another facility’s airspace. NOTE− The pilot is not expected to obtain his/her own authorization through each area when in contact with a radar facility. "

[@altoonaflyer]

Thanks for your insight. Always subtleties to be aware of as a pilot and if unsure I remind myself to ask.

[@watashiandroid8314]

Thank you for your perspective. It might make a difference that Mugu is a military radar approach facility. Us local pilots have been made aware that civilian ATC services are secondary to military ones and that they do not provide the same services that normal approach facilities provide. Their equipment is also extremely old and frequently malfunctioning, so typical national defense stuff 😅. (We've heard that a major upgrade is in the budget though 🤞)

[@jeremynoble6715]

I’m also a pilot and an approach controller at a busy class B airport with numerous class D airspace’s contained in our airspace. I think the controllers rule is pretty clear that it is the controllers responsibility to obtain class D airspace transition clearances for the pilots - assuming the pilot is on flight following and the controller has jurisdiction around the class D. Josh, in this case it was the Approach controllers responsibility to get you the clearance through the class D - that being said it never ever hurts to check or just circumnavigate if there’s a question. After you asked the controller the question, the controller answered incorrectly then came back and clarified the rule correctly (I’ve done that once or twice). If your 1200 you have to call the other tower, if your flight following we do it for you. Also I have never worked ATC in the military but I have several friends who have and the military uses the same rules as civilian controllers.

[@spelldaddy5386]

I like to think about a three strike rule. Night flying is inherently more risky, so strike one. Strong headwinds with low fuel, strike two. Potential IMC popping up, strike three. Three strikes, you're out of the air. Good choice to divert. On the second leg: night flying is still strike one. Invisible terrain is strike two. At that point, I would use every tool at my disposal to avoid a third strike. In this case, I would recommend filing IFR. ATC will clear you at an altitude that will keep you away from terrain, and give you all the vectors you need while you climb away. They can also help you manage airspace so you don't bust the delta on departure, and allow you to shoot an instrument approach if that marine layer does move in before you arrive. Any one of those factors could have been strike three for you. Honestly, having seen enough of your videos for many years now, Josh, I kind of expected you to pick up IFR after that pit stop

[@ecboisedave]

What a great episode! I'm so appreciative of the way you and Chelsea talk us through the flight, how you think about it, and moreover, mistakes you make or almost make. That transparency is refreshing, and truly helps us all be better pilots. Thank you so much for all you do for aviation!

[@Kyzyl_Tuva]

Thank you for the more frequent updates Josh and Chelsea. You guys have helped me so much.

[@Aviation101]

Im glad the content helps you! 🙌🏼🙌🏼

[@gregsweber]

Great message overall. One nuance is 91.151 specifically says “no person shall begin a flight…” You would be legal if you landed at intended destination with less than 45 minutes since you originally planned for it but encountered stronger headwind than forecast. You made the right call but I think it’s an important distinction to make as a CFI.

[@gregsweber]

@@thecomedypilot5894 you have to plan for 45, you don’t have to land with 45.

[@johnopalko5223]

@@thecomedypilot5894 This is my interpretation of 91.151. The regulation doesn't say you _must arrive_ at your destination with 45 minutes of fuel. It says that, given the best information you have regarding winds aloft, etc., you must _plan_ to arrive with 45 minutes of fuel. So, if you planned to have 45 minutes but ended up with less because of, say, headwinds stronger than forecast, you have not violated any regs. Granted, pushing blithely onward just because you've fulfilled the letter of the regulations would be dangerous. Better to divert and refuel even if it throws off your schedule. If you pass up an opportunity to refuel and the unthinkable happens, the FAA could very well consider it a violation of 91.13, careless or reckless operation.

[@colinkokholoh]

Yep I caught that too. Having said that, at the point of decision making, it's still wise to make decisions that result in at least 45 min of fuel when you land. In other words, never plan to use that reserve fuel, even if that plan is made while in the air. When choosing which destination to divert to, choose the one that saves you the most fuel.

[@gregsweber]

@@colinkokholoh no question on that. It was the correct decision and no one should plan on dipping into that reserve but believe it’s important to highlight the correct intent of the regulation.

[@gregsweber]

@@johnopalko5223 you are absolutely correct. Looks like comedy pilot deleted his comment. Like you said, the point is the regulation is about planning for not achieving. Of course it’s not a smart decision to push into those reserves needlessly or carelessly.

[@admbrnldz]

Pilots train for all emergency situations but we can avoid putting those skills to test with better judgement and decision making. Great to see your channel grow since watching you when I was getting my PPL in 2019. One of the channels that inspired me. Great Job!

[@garycooper4526]

Thanks for taking us along

[@larkpilotN4208X]

Condition for every second!! Pawpaw always said : the day you stop working is the day you die! You guys are the perfect example of enjoying aviation!!✌️

[@philipintheairr]

The best skill a pilot can have is “humbleness”. And you definitely got that 🙏🏼 I hope you can inspire more and more pilots in being humble when making mistakes (or getting close to) and specially in the decision making during a flight!

[@stevenhild2969]

Josh: Another excellent series especially this last segment. Your assessment of fuel reserves, terrain, hour of the day, winds, etc were spot on, seasoned from experience, safety mindedness, conservative thinking, very well evaluated. On another thought, I recently sold the RV-7 I built and decided that after 53 years of flying and 40 years of aircraft maintenance i would purge myself of all aviation related activities, videos, books, magazines, etc EXCEPT for your content which I believe I began watching in 2017. I'm headed off the the Cockpit Club for the long haul.

[@vsznry]

This airport is crazy in FlightSim too. lolol

[@samwalker3441]

That Chelsea gaze at the 13:48 mark tells you all that you need to know.......

[@flywithmikefromchicago]

Loved this video. Excellent lesson in in-flight ADM. Diverting for fuel is almost always a good idea even if it means you will be flying at night afterwards. Also you definitely want to be aware of all the various Class D airspaces in Socal. Just as an aside: KOXR tower would have easily granted you a transition through their Delta had you called them up before exiting the KCMA Delta and before calling Mugu Approach to pick up Flight Following. Re: Catalina, I've flown in there a few times and have an interesting story of my own. One of the main landing gear brakes on the plane I was flying (a Czech Sport Aircraft Sportcruiser) failed on the runway after landing and we lost the ability to use differential braking for steering on the ground. Important to note: Sportcruisers castering nosewheels, so this was a big deal. Luckily we were able to taxi off the runway and park the plane out of the way on the gravel between the runway and the paved parking area. Since we obviously weren't going to take off with functional brakes only on one side, we were lucky enough to hitch a ride back to Hawthorne (KHHR) with the KAVX airport manager in his Warrior and then take a Lyft back to KSMO. By the time we got back to Santa Monica, it was dark. The next day the flight school ended up flying out a maintenance guy to Catalina to repair the failed brakes and fly the plane back to KSMO.

[@dalereed3950]

This might not go down well with some people, but I am going to say it anyway. With Josh and "Aviation 101", he actually instructs as he flies. You see what he's doing and explains it. With Kay Hall, she's basically Chatty Kathy. Very little explanation, with a lot of personal talk. I have been watching them both for about 3-4 years and like Josh 's abilities and attitude. He shows what you can do with an old, under powered (150-160hp) C-172 & some TLC. Of course, having a good looking and knowledgeable A&P is just gravy. Keep flying, guys.

[@kaceyd5272]

I agree with @dalereed3950

[@europeter101]

Thank you Josh for pointing out the challenges of flying on the west coast in your last few videos. At the same time welcome to the west coast which is always challenging with terrain. In your last few videos I question your route selection which tends to be direct to rather than considering terrain as you pointed out in your previous videos. Coastal routes result in minimal gain in time gain but allow you to stay lower and avoid the winds at higher altitudes. That said, at some point you would need some altitude to make it to SMX. In any case, good ADM to get some fuel at CMA but consider extending your flights by a few minutes for a safer flight route to reduce time over unforgiving terrain, or just not do it overnight, rather than direct to routes. Also, you're one of the biggest influential pilots that resulted in my getting a PPL so always grateful for you sharing your lessons learned to make us safer pilots and inspire the next generation of pilots.

[@Aviation101]

Thanks so much for the kind words! For me, altitude is paramount. The higher I can fly, the more time and options I have in an emergency. Thanks for keeping up with the content 🤙🏼

[@mshafer2006]

Josh and Chelsea as a non pilot I really have and still enjoy your videos over the last 5 years. I believe originally I was recommended by KZbin of your channel from watching either P1D or BaronPilot. Don't recall which but absolutely love the channel. Being an Air Force brat, I oddly understand the terminology, but also love how y'all put the information into plain language. Thank you for sharing your lives with the world. I have thought many times about getting more involved into G.A. but my medical conditions prohibit it so thank you for what both of you do.

[@Aviation101]

I really appreciate the kind words - thanks so much for the support of the content and the work we put into it! It means a lot, thank you 🙌🏼🙌🏼

[@GregHopp]

Was right there with you two. Several years ago my wife & I were returning from a trip to see family in New England. An early snowstorm knocked power out to the region, downed power lines and trees, and closed the airport. My wife was anxious to get home after what we'd been through. As we made our way VFR back to Ohio in our 172G it grew dark. Up ahead I could see some weather on my XM near Pittsburgh . My wife was asleep as I pondered whether to push on. Just to my left was UNV, Penn State. I called ATC, told them I was calling it quits, and woke my wife to tell her we were spending the night there. The relief I felt was palpable and despite her initial disappointment, we enjoyed a nice dinner, hotel room near campus, and a spectacular flight home the next morning - which she also slept through!

[@Aviation101]

I love that story!! Those little diversion usually end up being nice/fun memories anyway.

[@wayne9638]

you guys are amazing, it's a great pilot who can self-analyse and leave the ego in the back pocket and admit and learn from mistakes, I have to say your lady is so lovely you just make a great couple, legends indeed

[@Luedtker]

In german we say „The devil is a squirrel!“. I’m glad you recognized it and took the right decisions to get safe on the ground again!

[@glennthompson7525]

Great video working through the decisions of flying. You have those limits (personal) beyond the required and you stuck with them...with great conversation about what was concerning both of you. As you stated Josh, there was no other "choice" under those circumstances. It's not even about the potential of a NTSB report, it's about planning those kind of decisions in advance and then executing. GREAT JOB!

[@righthandgo]

I asked our SoCal TRACON Safety Lead (and active SoCal TRACON Controller), and his colleague, another SoCal TRACON controller, about this specifically when lying into the Long Beach/LA basin where you have similar Deltas abutting Deltas/Charlies. They told me that it is ATCs responsibility to coordinate you through the various Deltas when you are on with Flight Following, not the pilots. It is listed right there in their handbook, and their ass is on the line if they mess up. Same as keeping you out of active Restricted areas (I asked about that also, as we transition through Camp Pendleton's Restricted often). Mugu clearly asked someone off-air and they corrected him. His initial response was incorrect. Josh was on a unique squawk on FF and therefore Mugu ATC is responsible to coordinate. He comes back on and says 'we coordinate if you are on a practice approach etc' and 'if you are squawking 1200 you are responsible to talk to OXR tower' but he left out the key point that Josh was 100% okay to enter OXR without personally contacting the tower as he was on FF with a discrete squawk and it was on ATC to coordinate that. Obviously if you are 1200 and not talking to anyone, it is on you!

[@edwardbuiel5161]

Changing course without notifying the controller was not the best decision here. The controller, after you heard “radar contact,” should have coordinated the transition through the airspace, given you vectors to avoid it, or handed 6:21 you off. You advised direct destination so the controller is expecting you to remain on course. Since they didn’t say “advise prior to course or altitude change,” you can do what you want, but had this resulted in the controller getting an RA, they would have had to figure out you changed course, not known how much you were deviating, and had to make a decision without the best information. In busy airspace this creates an unnecessary workload for the controller. It was great to identify the potential issue, but clicking your mike and saying “please verify N…… is cleared into the Delta ahead of us” would have been a better remedy in my opinion. In any event, great discussion and great to think about these issues which makes for better pilots, Ed. P.S. ever thought about interviewing controllers about issues they see every day?

[@MarkShinnick]

FUN videoing-along with you on this; nice you did the more conservative fuel thing given nightfall and growing wtx conditions..

[@nonDescriptAviation]

Did my first dual XC night flight this week. It was freaky once we left the city lights. Doing our landings at a non towered airport..oh man. Felt like the darkness was reaching up to get me. After the fifth pattern, I got used to it and really enjoyed it.

[@diegocuartas717]

Thank you for sharing your lessons. Very helpful!

[@mrmotomusic4403]

At least you asked about the delta transition! So many people depart CMA and turn left into the Mugu delta and assume that since they’re calling Mugu approach they’re completely within right to violate the Mugu delta. Wrong answer. Way more pilots should watch your videos and think like you. Awesome work. I’ve spoken to the callsign before, now I know who it is!

[@Aviation101]

Awesome! I’m always curious to learn more about these procedures and improve. 🤙🏼

[@abaird1234]

Hi Josh, Chelsea. Thanks again for sharing as ever. Fantastic imagery and also great insights about flying too. I love your humility and honesty - plus I think that both of your faces when you were considering whether to divert were worth a thousand words each - that'll stick in my mind for a while for sure. Safe skies, happy travels and look forward to more soon. Very best wishes!

[@pdoherty]

Excellent video quality and message stressing safety decisions. Good stuff all around Josh and Chelsea.

[@dalzmar]

Love these videos often times I wind up learning something I hadn't previously known, or find a different perspective on other things I did know. Your strive for aviation mastery as we all should and hold yourself to high standards as we all should. Beautiful views and education are always a win to me be safe and keep the blue side up glad to share the skies with yall anytime. Be Blessed

[@michaelsuede]

Buy an NVG monocle and keep it on hand for an emergency. If the engine goes out at night, they would aid in spotting a suitable landing place. You could also use them when flying over mountains.

[@Aviation101]

Hahaha

[@michaelsuede]

@@Aviation101 It's a serious suggestion. Gen 3 monocles can be bought for around 3500 bucks and gen 2+ plus binoculars can be bought for around 4500 bucks.

[@gtr1952]

Maybe its my age, 72 at the last click, but when that situation with the headwind/fuel/marine layer presented itself, I would have been looking for the nearest landing asap. With overnight. Even a piston single, over that terrain, with possible marine layer was too many holes in the Swiss cheese for me. Forty years ago maybe not, just age adjustment. 8) --gary

How come the performance is so low when at cruise alt, only going 95 knots TAS ? (At 15:00)

[@Vanya80151]

Over my nearly 30 years of GA flying I diverted for fuel and weather (sometimes for both at the same time) many many many times. So, a couple of observations: if I am diverting at night, I will try to pick the biggest airport around. I know that I will pay $9 per gallon vs $5.50, but large airports have a lot more light, both on landing and taxi. They also offer more options should I just decide not to continue. Also, if I am diverting into a smaller airport and there is a chance of fuel not being available, I always plan to have enough fuel left to comfortably just to the next airport that has fuel.

[@marksmith402]

Great video as usual Josh! When I think of some of the "sketch" flying (and other) decisions I made in my early 20's, it still upsets me. And that was a looooong time ago.

[@Aviation101]

Same here, though I’m still in my 20s so those decisions weren’t that long ago 😂 I’m trying to learn fast!

[@AeroSafe]

Thanks for making good decisions and keeping my friend safe while demonstrating how pilots effectively use ADM. You made a point about the two ways we can view decisions after the fact - those that will be revered as good choices and those bad choices that contribute to accidents. We should also address the messy middle. Sometimes we make decisions that are not good, but the outcome is okay. The problem is we conflate good outcomes with good decision making. This contributes to the normalization of deviance, which leads a pilot to think "This may not be the best idea, but it worked okay last time." The normalization of deviance was seen in a recent TBM crash, where the pilot circled below circling minimums and crashed. Investigation revealed it was something he had done a few times in the past. I think it is just as dangerous (if not moreso) when we establish a pattern of making bad decisions because the last time it worked out fine. You do a great job of advocating for safe and sound decisions, Josh. Nice work! -EG

[@Aviation101]

Oh man, I love that perspective! There’s absolutely a messy middle, and a good outcome absolutely does not mean good decisions were made. Thanks for making this comment. 🙌🏼

[@jcur3118]

Be sure to keep your voice pitch in your range so the frying/crispy sounds don't distract. You have too good a voice to drop below the range. And, the videos are great. Emphasis on safety is outstanding. Future and seasoned aviators can learn a lot. Keep up the good work. I flew with some friends to Catalina in a Cherokee 180 D from KLGB in '71. It was a blast, fun day. The approach was straight in as we were instructed at the time. The cliffs are intimidating on approach but what beautiful scenery. Good job! Enjoyed.

[@scottlinzer2193]

What an awesome and educational video. Great job team.

[@tomweichert4217]

Great video. Thanks for the lessons.

[@Aviation101]

I learn something on every flight. Happy to share 🤙🏼

[@steveturriff2685]

At 10:41 in video on foreflight you touch the screen and a wheel pops up -- what setting allows that and what information is in that wheel?

[@Highmaintenance_chels]

We use Garmin Pilot - the features are incredible

[@Aviation101]

We’re using Garmin Pilot!

[@patrickheavirland3599]

Good morning from Minnesota! Great episode!

[@gnagyusa]

Very true about the 2 types of decisions. I was taking off in my helicopter after a Young Eagles day and tower cleared me to take off over a taxiway just when a Cessna exited the runway, taxiing toward me. I declined the take-off clearance, and a somewhat frustrated-sounding controller told me to expect a 10-minute delay. I would make the same call in a heart-beat.

[@cheezypoofkc673]

I keep 2004 on my computer and always will. Sometimes it's fun to go back to a simple sim.

[@Derek_Walker_86]

Excellent decision making process Josh! We've all been there, I could practically read your thoughts with your face expressions. I was watching and thinking "what if the airport closes for this or that reason. Then 1 min later Chelsea expressed her concern, think she was very assertive and that God you factored that in the decision making process. Excellent CRM. Great job you both! 🙏👏🏻👏🏻

[@stevehamlin8267]

Outstanding insight, as always

[@edwardrose4180]

Great video and, as always, a teachable moment.

[@Aviation101]

Always! Thanks for watching 🙌🏼

[@colinkokholoh]

Great video as always. When you get bored making aviation videos, you should make a "how to make an aviation video" video. Your cinematography is amazing.

[@Aviation101]

Haha I don’t think I’ll ever get board making videos like these 🫡 A “how to film your flights” course is being written for Cockpit Club right now. I’m working on hiring somebody to help me with all this video editing right now, so I hope to produce that course in the fall after Oshkosh.

[@atg197]

@@Aviation101 Yeah you are sort of insane to be editing all your own stuff imho.

[@BrittneeDrummer]

Beautiful flying!

[@arrowpilotii8397]

When you had first contact with atc did you not ask for flight following and where given a squak code? Normally when I pick up flight following I am always given a squak given the busy airspace in so cal

[@richardbieber9323]

Great editing job😍 Your videos are professional as your flying👍

[@Aviation101]

Thanks! It’s a labor of love. This video took about 23 hours to edit.

[@bestattendance]

Cool music Josh. Great photography and editing. I do not do SEP at night especially over terrain like that.

[@drcode4]

I fly into Camarillo often and I learned something important with this video. I thought that once you were talking to ATC and especially after they have radar identified you, you were free through the next Delta, but in this case the controller probably didn't have time to call Oxnard and so it's still my responsibility to verify with Oxnard to transition. I usually depart downwind from Camarillo or call Point Magu to transition back down the coast to go back to Fullerton through the LA Special Flight Rules Transition. Thanks for the lesson.

[@xking18]

Curious if you told CMA tower your direction of flight? They typically switch you over to OXR tower early enough.

[@mikeshort3838]

I’m pretty sure he was radar contact, squawking a discrete code and talking to approach. I’ve never had to contact a class d tower to transition in that situation. I have been told to remain outside of the class D several times but at that point it’s the controller’s responsibility to tell you. Maybe it’s different in California but i don’t believe it is.

[@thebadgerpilot]

I completely agree with your decision to land, so no argument with my question. But isn't the 45 minutes reserve at night for fuel planning? As in, as long as you take off with the 45 minute reserve, things like headwinds, vectors, etc, might cause you to land with 30 minutes but you'd still be legal? That being said, my personal minimum is one hour fuel reserve day or night, and if I can't make an approach before reaching that hour, it's time to divert.

[@danielreuter2565]

In the area between Camarillo and Paso Robles, you can go tower to tower and you'll be over a highway the whole time. Also over the lowest terrain which is nice. If you're going north from there, just follow the highway all the way up the valley until the Monterey area or San Jose.

[@AllAmericanRailfan]

There is no doubt that you made the correct call. Get-there-itis kills, doesn't matter who you are or what your skill level is. Good job Josh and Chelsea!

[@blakesflyinglessons]

Loved it.... I sent you an email about my 1st solo in July. I hope Chelsea and you can make it.

[@StevenWasher]

These two are your generation's John and Martha King. And they are unique. Cherish them.

[@cpuwolf]

Thanks Josh, today I also learnt from you that TRACON flight following does not mean you can ignore airspace controllers

[@emaneasler]

Great video guys.

[@hansyvindlunde7742]

I think I saw your videos a long time ago - maybe before you became an instructor? I was doing my PPL much at the same time as you - just here in Norway. You allways made very interesting videos - And I recognized you at the way you count the seconds when extending and retracting your flaps lol :-) Great video this too! 🙂

[@johnbecker1996]

I understand that SoCal is a little bit busy, but I'm kind of surprised that you didn't opt for IFR after your fuel stop. That strikes me as the safest way to fly at night, if the option is available to you.

[@alk672]

Ok the mandatory hate comment: last time we flew direct over the mountains while talking about how there's nowhere to land and we should probably follow the coastline instead; this time we are doing the same except it's at night and we can't even see the mountains below. Direct again. I have no words. We are more than willing to talk about safety, but spending extra 20 minutes to fly a safer slightly bent route? Nope.

[@IanFette]

Out of curiosity, if you weren’t happy with your fuel reserves why did you choose CMX over SBA? In the spirit of voicing more of the ADM this would have been a useful conversation. CMX has the advantage of being closer, sure, but you were saying you were worried about flying over terrain at night. If you diverted to SBA instead, you probably would have landed with your desired 1h reserves, been able to see the terrain in the daylight, and frankly the trip from SBA to SMX can be done at a lower level with less interesting terrain if you first fly west along the cost and then north to avoid R2354 (which is only active by NOTAM and probably would have been cold anyways). Sincerely, a fellow CFI :)

[@TakeFlightGarage]

Great example of safe and competent ADM.

[@colinkokholoh]

One nuanced thing I would challenge is about the "trust your gut" part. As a very professional CFI, you have instincts that generally steer you to the conservative decision. But less experienced pilots (e.g. me) may not have such instincts. And we know that as a species, we're very bad at assessing certain objective factors especially when we're emotionally staged to want to fly. So I would suggest that the "trust your gut" advice be modified to say that you should weigh negative instincts more than positive ones. In other words, when in doubt, trust that doubt and double-check every safety factor during planning. When excited, check that excitement and triple-check every safety factor during planning.

[@Aviation101]

I totally agree, and I even said that in the dialogue while we were at CMA. When you get that feeling that there’s a safer way to do this, you should listen. That’s the “gut” I’m saying to trust.

[@Kevin---kx3jy]

That’s an old California Highway Patrol 185F at 2:03

[@rn2811]

If the winds loft are different chances are the wx at your destination could be different so that alternate was definitely a good choice. I’m not a big fan at flying at night, but I would prefer IFR makes things a little bit easier.

[@thomasmaier7053]

I wonder about the single engine final at night. It is a power on landing right, if your engine quit would you have options to make it?

[@MerleTrisch]

You make decisions based on the information that's at hand that's how you make good informed decisions

[@Rick-z4c5d]

It looks like Josh and Chelsea fliy with the ipad, with an EFB and as a result there should have been a warning when approaching another air space? Which is why I fly with Foreflight. It's so easy at the end of a long day, with a diversion, to have had that airspace sneak up on you. Thanks for the great content!

[@Aviation101]

Yeah, Garmin Pilot gave me a visual and audible alert as we were approaching the airspace, and the avionics also gave a “ding” alert. That’s what originally got my attention before I turned.

[@barrywood5357]

Nice one Josh Cracking video

[@ChristopherEllwood]

It looks like your are landing at Halter Ranch in your next video in the series? I look forward to watching it! I had considered doing a flight into Halter Ranch, but when I visited the winery, they refused to let me visually inspect the runway from the ground. It's a catch-22 as their waiver states the winery also does not inspect the runway or vouch for its suitability and they are not liable for its condition, so I guess the only option they allow is an inspection pass from the air! I decided it wasn't worth the risk and would rather go by car and be able to have a glass of wine in their tasting room!

[@Aviation101]

That’s where we’re headed in the next video! But that’s weird that they wouldn’t drive you onto the runway to check it out…

[@ChristopherEllwood]

@@Aviation101 I would have been happy to just walk along the edge of the runway to check it out, but maybe I asked the wrong person. Great that you got to fly in there. I look forward to the video!

[@cg_justin_5327]

100% the right decision.

[@kellybasham3113]

Love your videos

[@LimaFoxtrot]

I fly in this area weekly. Because of the nightime and terrain, why not just pick up an IFR to SMX? I've also never heard of anyone getting busted by OXD.

[@greatlakesflyer6099]

I was under the impression that if you’re on Flight following, that 2 way radio communication allows you to transition through any Charle or Delta without a clearance since you’re talking to atc. Or was he still VFR (1200)?

[@seandonaldson8810]

Hi guys Enjoy your videos and insights. May I ask, what camera are you using for your filming?

[@Aviation101]

Lots of different kinds! I plan to make a course for Cockpit Club covering every detail of my filming/editing processes.

[@notmyworld44]

Very enjoyable! Thank you for sharing it.

[@Aviation101]

Thanks for watching!

[@HyperSpaceProphet]

Flying at night/Hard IFR is the reason I bought and fly a twin. An engine out in those conditions makes for a lot less issue if you have a spare engine..... What happened to the 337 you were thinking about?