저자: Kevin · 외국인
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Phenom 300e 착륙 중 난기류를 겪은 경험을 소개하며 라스베이거스 헨더슨 공항 시각 접근의 위험성(급선회, 브라보존 회피)을 설명. 이후 자동조종 의존 위험, 수동 비행 중요성, eVTOL 무인화 전망, 시뮬레이터 한계 등 항공 안전 일반론을 다룸. 영상 내 투자 자산에 대한 가격 방향 발언은 없음. Crypto.com 카드 협찬 언급이 있으나 예측 발언은 아님.
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Yes, to the right of that. Yes, exactly. Do you want vectors for the final now? I suppose he did give them to us. Yes, let's do it. Yes, they're having fun on the roller coaster. Enjoy. I'm sorry . Oh, you're in nodding mode too. So, in this video, you'll see the worst turbulence I've ever experienced in the Phenom 300.
It's a multi-engine jet. And I'll tell you, there was a moment during landing where I thought, "Oh, maybe I should abort this." Cleared to land on runway 17 right . Oh, God. I begin that turn towards the final. Jesus. Okay , time for the final. There you have it. Before landing, yaw dampers out, landing gear down, three lights.
Green flaps, at maximum. Air speed good. Are you cleared to land on runway 17 right? A little tall. Yes, definitely. I'm going a bit overboard here. 500. Okay, coming out of the turn. Reduce that power. He was going a little fast. There it is. Oh, yes. I definitely overreacted . Yes, but I was headed to Las Vegas because we were going to the Crypto.com credit card launch event.
We were invited to the UFC fight. They also had a whole club event. An experience with executives, I mean, Visa executives were there , Crypto.com executives were there. It was incredible. But I brought my family, not the club part, but the rest. And it was a really great experience. And so I flew there myself with a co-pilot.
This is us after seeing two KOs in the UFC, which was crazy, by the way. I had never been to a UFC fight in person. We've seen many fight nights, but in person it was incredible. It was really great because you really get the full experience. To be clear, my trip was sponsored by Crypto.com/cards. This is because they are introducing their new Crypto.com Visa Signature credit card.
Go check it out at crypto.com/cards. They have sign-up bonuses, cashback bonuses, you name it. One important thing to remember is that, although the refund is paid in CRO, the value of which can fluctuate, you can immediately transfer it to Bitcoin or other rewards if you wish. I'm going to switch to Papa Las Vegas approximation 125.47.
257 6 nine 4 papa papa. Thank you. Okay, reduced power. The seatbelt signs are on. Changing. Las Vegas Approach, Phenom 6 Niner 4 Papa at 20000 descending to 110 in Kong . 69 Papa, Las Vegas Approach. Expect a visual approach to the 17th right at Henderson. Las Vegas altimeter 2 niner 87. Received. Wait visual at 17, accelerate, 6 niner 4 Papa, 4 Papa Papa.
There are also reports of moderate turbulence at 1200 and below. Understood. This is important. There are a couple of things here. Going to Henderson is annoying because they don't have an approach to Route 17. The only way to get to Route 17 is visually. The problem with visually entering runway 17 with a jet is that you have a very, very tight turning radius, and in my opinion, that ends up being a problem.
I really didn't like it. I mean, it 's a good experience, but I don't really love it. That ends up being a problem because you make very tight turns to avoid the Bravo levels. And for me it's dangerous because you risk excessive tilting, especially if you're in a hot, turbulent air environment where you 're already battling a rate of descent.
So, if you zoom in on Harry Reid, you'll see Harry Reid right here , all the various Bravo levels . Henderson Airport is right here . And so, the flight path we end up taking essentially leads us this way and then here, and we have to make this very tight turn right here to avoid that Bravo level, otherwise we get into trouble on entry.
There is no approximation. So everything is visual. You simply can't; there are no instruments to get in from this side. Now, once we make our turn , we end up having a PAPI, but we do n't really have a GPS approximation. It's purely visual. Which, again, is annoying with that Bravo level right there because of Harry Reid's airspace, which you'd enter directly above you.
And receiving a report of moderate turbulence. It's not good. So you'll see me give Jack the warning and make everyone fasten their seatbelts, including Lauren. Received. Thank you. 4. Yes, I'll let the people in the back know . Jack is standing up, so I don't want him to fly away. Yes, good decision.
It's going to get very busy in about 3 minutes. Keep an eye on your seats, that's why. Tell everyone. that they are safe. Very good. Very good. It's hot enough. The windshields are off. Pressurization configured. Landing speeds set. Seat belts fastened, all good. Descent verified. Next are just the approach lights.
We have already spoken to the passengers. Crossing. He'll probably throw his coffee away, or maybe he'll put it back here. Yes please . Yes, it's empty. I drank it all. Thanks anyway for keeping an eye on things . Yes that's fine. 2991 established. That was in the ATIS. Understood. We have a speed restriction coming soon .
So I'm going to leave the power right here, since we're descending slowly anyway. Ah, yes. You can go to FNS. There you have it. We're going about 280 knots. He wants to reach 300. Jack doesn't hear the seatbelt sign or Tanner telling him to fasten it. He'll change to 250 for you. Oh, oh. That's probably just your standard descent.
You don't have to do that. I see. Do you want me to load visual 17 here or ? Yes, let's do it if you don't mind. OK. I'm going to move on to the PA. So what I'm doing now is switching my radios with Tanner and ATC to the PA and you'll hear me talking to Lauren about Jack, since I see he's still standing.
very fast. Would you mind monitoring? Yes, I have the communications. Hey Lauren, can you make sure Jack's buttoned up? Because we've been told twice that there will be turbulence and they rarely complain to me about it being... Well, they said moderate, so that's not comfortable. Incidentally, this is the actual flight path we followed.
So, roughly, where we are now is around here, on the flight path. And you can see our speed, based on the green line here on the right, fluctuates a lot between 250 and 280 knots. This is where we really started to feel some turbulence along with the descent as we approached the airport. But, again , you can see me brushing against that Bravo right there.
Some might even say I 'm slightly into it at that point. But how tightly they make you fit in. This didn't even feel safe in my opinion. You know , it's not what I would have liked. I would have liked to get out more, but you'll see exactly how that feels. Traffic pattern over there. Papa vectors for Henderson, 340, descend and hold 9,000.
Turn left 340, descend and hold 9,000. 694 Pop. Thank you. Okay, course set and 9,000 also set. Yes, I think you can remove the V-NAV too if you want. It's cold. I think he's the fourth pope. We are now entering that moderate turbulence. Four papa papa. Received. If you want to slow down, just tell me.
Hello, welcome four popes. I suppose he gave it to us. Yes, let's do it. Yes, they're having fun. Roller coaster. Enjoy. I 'm moving up. Oh, you 're nodding your head off too. You can see everyone's hands flying up there . All nodding. That always scares passengers when their stomachs rise. Wii! We told you so.
Very good. Where did he go? Ten to nine. Clear. We are at 10,000 feet now. Descending to 9,000. Everyone is having a great time in the back. Not really. They are panicking. I'm going about 215 knots. I've essentially put the power on idle at this point just to reduce this aircraft's speed to an approach speed .
And we're going to lower the landing gear in a moment too. Charlie, but on the other hand, you know what? If we keep them, we don't have to worry about... I just applied a little power there. Perhaps you saw my right hand. Just to capture a bit of this 210 until we lower the landing gear and then lower the flaps to 180.
Yes. To our left. That's ok. One is missing. One is missing. Four papa when he can report traffic at 12 o'clock. 12 miles. Inside. Four potatoes in four potatoes potatoes . Authorized for visual approach. 17 right towards Anderson, merge onto the left tailwind leg. Authorized visual approach. Join into left tailwind .
17. Ugly. 7 right. 17 right. 6 niner four pope. Very good. Visual. So that means we can start descending. So, let's go down to... Yes. What's the elevation? 25. So, 4,000. Yes. I'll cancel the autopilot if you don't mind. Clear. Autopilot. Fly. Very good. Everything is manual now. Watch out for the ridge here.
Oh, yes. Are you OK. Definitely. I mean, it's 4,000. Yes, actually, if you don't mind. Perhaps this softens things a little. There you have it. Phenom 64 in make left circuit for the 7 right. Report to the left midfield. Report to the left midfield . Traffic 17 right. 18 64 Pope. Leveled to 4,000 until we pass and I'll be looking for a...
good left. It's always interesting, too, because everyone's talking, right? That's one of the things you find in these critical phases of flight: your copilot is talking to you, your passengers are talking to you, you're trying to prepare the flaps , trying to go over your checklist, 'Should we lower the landing gear and all that?'; and that makes it a little more stressful, a little more complicated.
But anyway, and this is exactly why we talk about the critical phases of flight, such as leaving the pilots alone and minimizing unnecessary conversations. We actually go down here to level 4000 until we pass by looking for good to the left, traffic to the left. It 's funny, someone in the comments says this seems like the easiest job AI will ever take on.
It's probably one of the last jobs that AI will take over because, while AI can help supplement, what happens when you lose autopilot? I suppose you'll crash if you rely on AI. You know, we're not even having bad weather here, right? We're in turbulence and this is all manual flight , which is a challenge.
Flaps two. Revised. Flaps two. Go 130 for you. Slow down. That drop reaches 4,000. Yes, probably once you're level with the runway, start going down, because yes, we have the base at two miles or the finish at two miles. Just look at that movement. It's crazy. Z is ready to go. 17 right 38 7 0 flight tower.
Straight ahead, cleared to exit. It will probably drop to around 35 here. Straight ahead , authorized for takeoff to the right, landing with a left tailwind is very stationary. Received. There's Las Vegas on the right. Yes. This is where it gets a little tricky . You're right in the glide path. You look great here.
Ignore that. I still have the a little bit fast. A little fast. Keep lowering it, keep lowering it. Yeah . The final is clear. Cleared to land. 17 right. Oh, man. I'm starting that turn towards the final. Look how I have to struggle with this. Okay , time for the final. There you have it. Before landing, yaw dampers off.
Landing gear down and green lights. Flaps at maximum . The air speed is good. You are authorized to land. 17 right. Just a little high. There's my clue. Just passing by here a little. 500. Okay, getting out of the warping. Reduce that power. He was going a little fast. There you have it. Do you see how far my lever is to the right?
In fact, I'm having trouble getting the plane out of bank right now because we're in the middle of some turbulence. Now Tanner said, "Reduce the power a little because we're supposed to land." But I felt a lack of control in the command. So, I actually gave it 20% more power , which is what made him say that.
Because you'll see that when I move the command to the right, my indicator doesn't even move completely to the right. And I'm struggling to get out of a bit of a slump here. This is the intense part. This is the part where you want someone trained, who knows what they're doing, who's flying, you know, you don't want to rely on a computer because if that computer fails, this is difficult.
Uh, you know, it's the takeoff and landing that matters so much. And because of that, I end up leaning too far to the left because the plane takes a long time to respond in the middle of a thermal. Uh, and that's where I think, maybe I should abort the landing . Then you'll see it here. I'll just play it.
But look, look at my command. Reduce that power. It was a little. There you go . Look how far to the right it was, and it was barely moving. Yes. I may have to have an abortion. I know you're okay. Gliding path entering. Look at those blocks. You look great. Thank you. F10 looking good. Altitude 870, traffic coming in from the southeast, about 13.5 miles south -southeast of the airport, indicating 8,500 feet.
The Nal frequency is not yet eclipsed. Come on, friend. That was as smooth as butter. We will be keeping an eye on them. My God. Uh, this was the...So first I showed you the landing. I'll show you the takeoff, which lasts about four or five minutes. But, uh, yeah, I mean, a lot of how... I see, you know, AI and computer software on a daily basis, but in aviation, one of the crazy things is that you always have to assume that none of that crap is going to work.
If your batteries fail, your engines shut down , you need to be able to fly the plane like a glider, and you always want a pilot who is actually capable of doing that. So, while I think we'll probably see single-pilot cockpits more regularly in the future, I don't think we'll ever get to pilotless cockpits, probably never.
But, uh, let's take a look at, uh, takeoff, just because computer technology is good, but you also don't want to be so dependent on it in case something goes wrong. Turn in motion and we have the helicopter. Also note that someone is asking in the comments about the auto-landing software. Auto-landing will probably work on 2024 or 2025 aircraft models equipped with it, like the Cirrus Vision Jet.
Uh, I'm not sure if they're already doing it on their propeller planes. And it only really works where instrument approximations are available. So it's not going to work for all airports. They're coming towards the Slooh by Fox Trot. So behind us, and I think the Slooh is that strange thing on the right, over there.
Is this the guy here? In fact, I'm reporting that just a few moments ago a helicopter was cleared for takeoff and basically circled in front of us about 500 feet from where I'm supposed to take off. So I'm keeping a close eye on this helicopter. And they'll hear that at takeoff too. Oh, no. I thought I was taking off.
Oh, there's another subject just above Oxar at 600 feet. Yes, I see it. Oh, he's doing it. Oh, maybe he's in the pattern. It's in the pattern. Dad, turn on the camera. Someone in the chat asks, I have this debate often. Can the average traveler on a commercial flight land a plane in some random scenario where they have to be guided by ATC?
If there's no bad weather, no crosswinds, no wet runway, uh, no, you know, icy conditions, you don't have engine failure, all your equipment is working well and you can use the autopilot down to the minimums. Can the average person be guided to land the plane and not die? Yes. If any of those variables fail, you have crosswinds and you need to know how to use the rudders , how to brake properly, how to deal with flying on one engine, you're finished, you know; But you hope you don't lose your pilots and have one of those problems, right?
Turn left heading 250, runway 26 , clear for takeoff. 25 Z. Left 25, free to take off. 26 niner 4 Papa. Thank you. Everything is ready. Okay, the lights are on. All good. I saw that you adjusted it to 25. Thanks for that. Yes. Left turn 250. Okay. Clear finish . Very good. There it is. The helicopter is taking off.
Oh, it's taking off from the taxiway towards the Slooh , which is at the end. So we have to rise above him. That's fine, because he can turn right and we'll turn 25 degrees slightly to the left. OK. Very good. Clear finish. 5,000 to go. I feel our weight today. Oh, yes. Fully loaded, warm day and full tanks.
Uh, it's also very common when you wait 10 minutes in the taxi line to receive the "FMS disagree" message upon takeoff, which you'll see here. Hey, helicopter at 2, in sight. No risk. Comanche 29 waiting on runway 26 in Alpha 2. Very good, heading 26, all good. Ready? Yes sir. Let's go. OK. Power increasing.
ATR in green. Yes. Forget it. Good. Brakes off. Live speed in three indicators. 70. Insurance. Do you see that helicopter approaching? That's what I was worried about. Hey, V1, rotation. The helicopter does not pose a risk. V2. Positive index. Positive index. You 're already up there. Come on. I have that helicopter in sight.
No risk. I'm going to start veering to the left anyway. Helicopter 65 north, report on arrival north, check 97 Mike, right turn approved, runway 26, cleared for takeoff. Precaution...Heading 4 Papa Papa. You can see how much is happening there, right? As during takeoff, I'm keeping an eye on the helicopter flying right below me as I take off above.
Uh, I also have to change course. My autopilot is not engaged yet. In fact, I just said "AP on course." So, in other words, I've activated autopilot at this very moment. At the same time that I'm trying to reach autopilot and I'm receiving traffic alerts, what's happening? I get one, you know, the tower calling me, "hey, you can switch with the output controller now." That's great.
So the tower is transferring me to exits. Now, I speak to the departures person and I have to tell them what altitude I am at. If I'm not cleared for a higher altitude soon, I have to level off the plane. Otherwise, I will exceed the 3,000 feet altitude that I was assigned. Much of this, takeoff and landing, is by far the most critical and stressful part.
With exits. Contacting exits, 4 Papa Papa. Oh . Exits, exits, Phenom 6 Niner 4 Papa Papa at 1,600, rising to 3,000. Phenom 6 Niner 4 Papa Papa, radar contact, ascend and hold 4,000. Climb and hold 4,000, 6 Niner 4 Papa Papa, thank you, very good, uh, landing gear, Papa Papa, contact approach on 128.
Come on, I'm literally trying to follow my checklist and then she says, "oh, welcome, switch to this frequency." Actually, use a different frequency. And there's so much going on that I accidentally change the channel and miss the last part of their broadcast. Fortunately, Tanner remembered how often he sent us messages.
You can see it happening here. That's going to be 28.65, right? 128.65, 6 niner 4 pop. Believe. 28.65. Good memory, my friend. Yes, you're welcome. I have a sort of photographic memory. Okay, there's one left. Phenom 6 niner 4 output. Papa at 3,000. Rising to 4,000. Phenom 6 niner 4. Papa, approach, ascend and hold 8,000.
Climb up and maintain 8,000. 6 niner 4 papa. Thank you. Very good. 8,000. Established. Wow, the coast is very crowded today . Yes, don't even mention it. The traffic looks good. We have the landing gear up, the flaps up, the flap settings match, the landing gear settings match, the thrust level is already rising.
Good. Correct speed selector. Altimeter correct. Constant training is very important, especially with a second pilot, because not only do you always learn from someone else over time, and learn different strategies, but you also constantly deal with different weather conditions, cloud conditions, and icing conditions ; And it's very easy to feel overwhelmed and overloaded.
And in those critical phases of flight, usually landing and takeoff, are the moments when errors occur, which is not good at all. Someone here asks: "How far do you think we are from not needing pilots because of automation?" E-Hang has eVTOLs that don't need pilots, but they can only carry two people per flight, right?
Yes. I mean, many eVTOL aircraft, typically what I 've seen from other companies like Archer Aviation or others, carry four passengers, hand luggage, and a pilot . Much of that has to do with weight. You should watch my video about that. They can simply type " Archer Aviation, meet Kevin" into YouTube, and they should see him talking about electric vehicles.
But I think it will be a long time before there are no pilots at all. Mainly because it would only take one accident where the automation fails, the electronic systems fail, and you don't have someone capable of actually landing the aircraft without automation, because you could easily have an automation failure or a software error.
And something I always like to keep in mind, or rather, almost always present, is that every time I fly, I do so with the mindset that I am ready to take control of this aircraft without any electronic systems functioning on the plane. And I think that's a very important mindset to have. So, for example, when I'm, uh, straight to the airport, hold here, when I'm flying like this, what you'll see is that when we disconnect the autopilot, everything is flown manually, this is all manual flight.
Ignore the remains of birds or insects on the windshield. All of this is flown manually. Uh, all I have to do to take control of the aircraft is press this red button right here . So this is my magic button to turn off autopilot. Oh, and for me it's great because it turns off my yaw damper. Turn off the autopilot, it gives me full control and that way I can fly the plane.
I don't have to worry about the automation being in some weird setting or anything like that . I'm just going to treat it like a bird and fly it the way it should be flown, you know. Uh, again, in my opinion, very important. So I think you see that disconnection right here in the video. Autopilot, if you don't mind.
Clear. Autopilot. Yes. Autopilot canceled right there . So what you need to look for is that you'll see AP and YD right here. That's the autopilot and the yaw damper. And then, I simply double-click to stop it from talking to me and cancel it completely. But, hey, then it will yell "autopilot" and it's just an alert that you're flying now.
Uh, and sometimes the plane is very poorly balanced with the autopilot, or it's balanced for a flight stage with the autopilot instead of when I'm flying . So then I'll have to compensate for it more appropriately. But, hey, it's like practicing how to fly without autopilot is becoming an almost forgotten skill.
The FAA really encourages pilots to fly more without autopilot so they are prepared in case their avionics fail. Autopilot. Let's look at the ridge. This is more or less what it looks like. Although it 's a good question. So when it comes to simulators, it's a very good question. I don't really like simulators for most of the flight experience because, as you say, you don't feel the G-forces.
You don't really feel the aircraft. Like when I turn the control stick upon landing and don't feel the response I'm used to, I instantly think "uh, oh". And I'm accelerating, you know, increasing the throttle because that will not only prepare me if I need to make a turn, but adding power should give me more speed.
And speed is controllability. The slower the plane goes, the more unstable it feels. So think about that. Yeah, you know, if I'm coming in and I'm going to lean and then to the other side and it feels really unstable, I'm going to accelerate . I could even lower the nose to gain speed because that would allow me to really control the plane.
You don't get those sensations in a simulator. Now, to be fair, landing is something you only learn by practicing. This is how you achieve soft landings. But I think simulators are very good for training your memory procedures. For example, if you're at 45,000 feet, you could only train for a rapid decompression in a simulator.
I have made emergency descents. I've made some air losses on this. But I've never had any stalls at high altitude, you know, in the air. That's something you'd do in a simulator. So, low-altitude losses can be done in person. We usually fly at 5,000 feet and make the plane stall, which is a lot of fun.
It is surprisingly difficult to get it to stall at around 5,000 feet. We can be at 5,000 feet, with the flaps fully extended, the landing gear down, pulling back on the stick, and the voice says "Stall, stall, stall," the plane starts shaking and sinking like that. It has a hydraulic system that, after three stalls, pushes the nose of the plane down.
The goal here is that it's safer to be in that configuration, because that way we can get out quickly. It's quite amazing to do it in person. But yes, for some things you need simulators , such as high-altitude emergencies, fires, or a twin-engine failure after takeoff. I've simulated engine failures during takeoff with the throttle at idle, but if you want to do a complete engine shutdown, it's easier in a simulator.
That's a good follow-up question, too. Why not promote these things you told us about achieved so much. People love you. People admire you. Kevin Papra, great to hear your opinion.
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