Dangerous Jet Landing: Phenom 300e WORST TURBULENCE Yet

Yeah, the ride of it. Yes, exactly. You

want vectors to final now? Guess if he

gave it to us. Yeah, let's do it. Yeah,

they're having fun roller coaster.

Enjoy. I'm sorry.

Oh, you are in a pitch mode, too.

I'm sorry.

So, in this video, you're going to see

the most turbulence that I've had in the

Phenom 300. It is a multi-engine jet

aircraft. And I'll tell you, there was a

moment in the landing where I was like,

"Oh, I might have to go around here."

Clear to land 17. Right. Oh, man.

I start that turn to final. Jesus.

All right, turn into final. There you

go. Before landing, y dampers off.

Landing gear down through green flaps

are full. Air speed's good. You're clear

to land 17, right? Just a little high.

Yeah, for sure.

Overshooting just a bit here. 500.

Okay, coming out of the bank.

Bring that power back. It was a little

fast. There you go. Oh, yeah. Definitely

overcorrected. Yeah, but I was heading

to Vegas because we were doing uh we

were heading out to the uh Crypto.com

credit card launch event. They invited

us to the UFC fight. They also had a

whole club thing going on. Uh an

experience with uh executives from I

mean Visa executives were there,

Crypto.com execs were there. It was kind

of incredible. But I brought my family

to not to the club part but to the uh to

the rest. Uh and it was a really cool

experience. And so I flew myself there

uh with a co-pilot. This is us after we

saw two KOs at the UFC, which was crazy,

by the way. I'd never been to a UFC

fight in person. We've done plenty of

fight nights, but in person was amazing.

It was really cool because you just

really get the whole experience of it.

Just to be clear, my trip out was

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rewards if you'd like. I'm going to

switch Papa Las Vegas approach 125.47.

257 6 niner 4 Papa. Thank you. Okay,

power's back. Seat belt signs are on.

Switching over.

Las Vegas approach phenom 6 niner 4 papa

papa at 2000 0 descending 110 at Kong.

69 papa papa Las Vegas approach. You're

going to expect a visual approach 17

right at Henderson Las Vegas alimter 2

niner 87.

Roger. Expect visual 17 speed up 6 ner 4

papa 4 papa papa. There's also uh

reports of moderate turbulence 1200 and

below.

All right. So this is important. So a

few things here. Going into Henderson

sucks cuz they do not have an approach

into 17. The only way you can get into

17 is on a visual. The problem with

going into runway 17 on a visual with uh

uh with a jet is you have a very very

tight turning radius and that ends up

becoming a problem in my opinion. I

didn't really love it. I mean it's good

experience but I don't really love it.

That ends up becoming a problem because

you make these tight turns to avoid the

Bravo shelves. Uh, and to me it's

dangerous because you risk overbanking

especially if you're in uh a um uh you

know hot turbulent air environment where

you're already fighting a sink rate. So

if you zoom into Harry Reid, you'll see

Harry Reid right here, all the various

Bravo shelves. Henderson Airport is

right here. And so the flight path that

we end up taking uh takes us essentially

out this way

uh and then here and we have to make

this very tight bank right here to avoid

that bravo shelf otherwise we get in

trouble and come in. There's no

approach. So it's all visual. You just

can't there's no instrument to go in on

this side. Now once we make our turn we

do end up having a papy but we don't

actually have like a GPS approach. It's

just purely visual. Uh, which again

sucks with that Bravo shelf right there

because of the Harry Reed airspace,

which you would get into right above

you. Uh, and getting a report of

moderate turbulence. Not great. So,

you'll see me give the warning to Jack

and get everybody to buckle up,

including Lauren.

Roger. Thank you. 4. Yeah, I'm going to

let him know in the back. Jack's like

standing up, so I don't want him to go

flying. Yeah, good call.

[Applause]

going to be really bumpy in about 3

minutes or so. Watching your seats for

that. Tell everyone you're safe. All

right.

All right. It's hot enough. Windshields

are off. Pressurization set.

Landing speeds are set. Fasten seat

belts are good. Descent is check. Next

is just approach lights. Passengers

we've already talked to. Cross.

Probably throw your coffee away or maybe

I'll stick it back here. Yes, please.

Yeah, it's it's empty. I drank it all.

Thank you though for looking out. Yeah.

Okay. 2 niner niner one is set. That was

on the adus. Roger that. We've got a

speed restriction coming up. So, I'm

just going to leave the power right here

since we're kind of slowly trending down

anyway. Oh, yeah. You can go to FNS.

There you go. We're about 280 knots.

It wants to catch 300.

Jack is not listening to either the seat

belt sign or Tanner to buckle up. It'll

switch to 250 for you. Uhoh. That's

probably just your standard descent. You

don't have to do that. I see. You want

me to load in like the visual 17 right

on here or? Yeah, let's do it if you

don't mind. Okay. I'm going to go to PA.

So, what I do now is I actually switch

from my radios with Tanner and ATC to

the PA and you'll hear me talk to Lauren

about Jack since I see him still

standing. really quick. Would you mind

monitoring? Yeah, I got the coms.

Hey, Lauren, can you make sure Jack's

buckled up just because they're they've

told us twice now it's going to be bumpy

and they rarely they rarely complain to

me that it's going to be Well, they said

moderate. So, that's not comfortable. By

the way, this is the actual flight path

that we took on this. So roughly where

we sit right now is probably around here

uh in the flight path. And you can see

our speed uh based on the green line

here on the right really fluctuates

right around this 250 to 280 knot area.

This is where we start really feeling

some turbulence along with uh down as we

get closer to the actual airport. Uh but

again, you could see me kiss that Bravo

right there. Some might actually say I'm

maybe even slightly inside of it right

there. But how tight they make you pull

it in like this. Didn't even feel safe

in my opinion. Uh, you know, it's not

what I would have enjoyed. I would have

liked to have come out more, but you'll

get to see exactly what that feels like.

Traffic pattern over there. Papa vectors

for Henderson 3 4 0 descend and maintain

9,000.

Turn left 3 4 0 descent and maintain

niner,000. 6 niner 4 pop. Thank you.

Okay, heading set and 9,000

is set as well. Yeah, I think get rid of

V-NAV too if you want. It's cold. I

think it's four pop. We're just getting

into that moderate chop now.

Four papa papa. Roger. If you want to

slow down, just let me know.

Welcome for pop.

Guess if he gave it to us. Yeah, let's

do it. They're having fun. Roller

coaster. Enjoy. I'm climbing.

[Music]

Oh, you are in a pitch mode, too.

You can see everyone's hands fly up

there. All pitch. Those always get get

the passengers when your stomach goes

up. Wee.

We told you.

All right. Where'd it go? 10 for nine.

Sure.

We're 10,000 ft in the air now.

Descending to 9,000. Everybody's having

a blast in the back. Not really. They're

panicking. I'm going about 215 knots.

I've got the power set essentially at

idle at this point just to uh get this

aircraft slowed down to more of an

approach speed. And we're going to get

get our gear down in a moment as well.

But then again, you know what? If we

stick with them, we don't have to worry

about just threw a little bit of power

in there. You may have seen my right

hand. Just to capture a little bit of

this 210 until we get the gear down and

then we'll get flaps down at 180. Yeah.

To our left. That's fine. One to go. One

to go. 4 Papa when able advis 11 at

12:00. 12 miles inside. 4 Papa

cleared visual approach. 17 right to

Anderson. Join left downwind.

Cleared visual approach. Join left

downwind. 17

Papa right. 17 right. 6 niner 4 Papa.

All right. Visual.

So that means we can start descending.

So, let's get down to Yeah. What is the

elevation? 25. So, 4,000. Yeah. I'm just

going to cancel AP if you don't mind.

Sure. Autopilot. Fly. All right. It's

all manual now. Watch the ridge over

here. Oh, yeah. You're good. Definitely.

I mean, it's what 4,000. Yeah, actually,

if you don't mind. Maybe shallow this

out a little. There you go. Phenom 64

in makes left traffic 7 right. Report

midfield left. Report midfield left.

Traffic 17 right. 18 64 Papa

came down

left at 4,000 until we get past and I'll

be looking for

it's always interesting too because

everybody's talking right that's that's

one of the things that you find in these

sort of critical phases of flight is

your co-pilot's talking to you

passengers are talking uh you're uh you

know, you're trying to get the flaps

ready, you're trying to like you go

through your checklist, do we have the

landing gear down and all of this uh and

it makes it a little bit more stressful,

a little bit more involved, but well,

and this is exactly why we talk about

critical phases of flight like leave the

pilots alone, minimize uh ex, you know,

extraneous talking.

I'll level up 4,000 until we get past

midfield. I'll be Looking for a looking

good right here. Left uh left traffic

right. It's funny. Somebody in the

comments is like this seems like the

easiest job AI will take over. It's

probably one of the last jobs AI will

take over because even though AI can

help complement what happens when you

lose your autopilot. I guess you're

crashing if you're relying on AI. You

know, here you're we're not even in

weather, right? We're in turbulence and

this is all hand flown which is

challenging.

Go flaps two. He checked. Flaps two. Go

to 130 for you.

Slow down a little bit.

That descent coming to 4,000.

Yeah, probably once you're a beam, the

runway start dumping her down cuz yeah,

we got the two mile base or two mile

final.

You just see that bobin. It's crazy.

Tower 7 ready to go. 17 right 38 7 0 in

tower fly straight out 7 clear probably

get down to about 35 here straight out

clear for takeoff right

he's on four papa we going left downwind

landing is parallel is a stationary

roger there's Vegas on the right yeah

this is where it gets a little tricky

right on glide path you're looking

really good here disregard still got the

little fast little keeper keep her

coming down yeah final's Clear. Clear to

land. 17 right. Oh man.

I start that turn to final. You see me

having to fight this.

All right. Turn into final. There you

go.

Before landing. Y dampers off. Landing

gear down through green. Flaps are full.

Air speed's good. You're clear to land.

17 right. Just a little high. There's my

runway.

Overshooting just a bit here. 500.

Okay, coming out of the bank.

Bring that power back. It was a little

fast. There you go. See how far to the

right my my yoke here is? I'm actually

having trouble getting the aircraft out

of the bank right now because we're in

the middle of a turbulence. Now, Tanner

said, "Bring that power back a little

bit because we're supposed to to land."

But I was feeling the lack of control in

the yoke. So, I actually put about 20%

more power in, which is what prompted

him to say it. Because you'll see when I

move that yolk to the right, my

indicator doesn't even fully move to the

right. And I'm fighting to get out of a

little bit of sink here. This is the

intense part. This is the part where you

want somebody who's 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 hard. Uh, you know, it's it's

the takeoff and land that matters so

much. And because of that, I actually

end up overbanking to the left a bit

because it takes so long for the plane

to respond in the middle of a thermal.

Uh, and that's where I'm like, I might

have to go missed. So, you'll see that

here. I'll just play it. But watch watch

my yoke. Bring that power back. It was a

little There you go. See how far to the

right I was there and was barely moving.

Yeah. Might have to go miss. Oh, no.

You're good. Glide pass coming in. Look

at those blocks. You're looking great.

Thank you. F10 looking good.

Altitude 870 traffic inbound from the

southeast about 13 1/2 miles

southsoutheast of the airport indicating

8,500 ft. Nal frequency isn't eclipse

yet. Let's go, dude. That was butter.

We'll be alert for them. Oh my gosh. Uh

this was the So I showed you the landing

first. I'll show you the takeoff of it,

which is about four or five minutes. But

uh yeah, I mean a lot of like I I look

at, you know, AI and computing software

on a daily basis, but in aviation, one

of the things that's wild is you always

have to assume none of that crap's going

to work. Your batteries go out, your

engines go out, you need to be able to

fly the plane like a glider, and you

always want a pilot who's capable of

actually doing that. So, while I think

in the future we'll probably be down at

more regularly one pilot cockpits, I

don't think we'll be at zero pilot

cockpit pits probably ever. But uh let's

take a look at the uh takeoff just

because the computer technology it's

good but you also don't want to be so

reliant on it in case something goes

wrong turn going and we got the

helicopter. Also mind you somebody's

asking in the comments about what about

like autoland software. Autoland works

in probably 2024 or 2025 model aircrafts

equipped with autoland like the Cirrus

Vision Jet has that. Uh I I'm not sure

if they're doing on their props yet. And

it really only works where instrument

approaches are available. So it's not

going to work for every airport.

They're coming to the Slooh via Fox

Trot. So behind us and I think the Slooh

is this funky thingy on the right over

there. Is that this guy right here? I'm

actually briefing that a helicopter just

moments before was given clearance to

take off and then basically turn in

front of us at like 500 ft in front of

where I'm supposed to take off. So, I'm

really paying attention to this

helicopter. And you'll hear that on the

takeoff, too. Oh, no. I thought he was

taking off. Oh, there's another guy

right over Oxar at 600 feet. Yeah, I see

that. Oh, he's doing Oh, maybe he's in

the pattern. He's in the pattern. Papa

pop the camera. Somebody in the chat's

asking, I have this debate often. Can

the average traveler on a commercial

flight land a plane in some random

scenario where they have to getting told

by ATC what to do? If you're not in

weather, you're not in crosswinds,

you're not on a wet runway, uh you're

not, you know, in like icy conditions,

you don't have an engine failure, all

your equipment's working appropriately,

and you can autopilot it to minimums.

Can the average person get guided how to

land the plane and not die? Yes. If any

of those variables are screwed up, you

have crosswinds and you have to know how

to use the rudders, you have to know how

to break appropriately, you have to deal

with flying it single engine, you're

cooked, you know, but you hope you don't

lose your pilots and have one of those

issues, right?

Turn left heading 250, runway 26, clear

for takeoff. 25 Z. Left 25, clear for

takeoff. 26 niner 4 Papa. Thank you. All

set. Okay, lights are on. You're good. I

saw you adjust to 25. Thanks for that.

Yep. 250 left turn. Good. Final's clear.

All right.

There he is. The helicopter's taking

off. Oh, he's taking off from the taxi

way towards the Slooh, which is at the

end. So, we got to get above him. It's

fine cuz he could turn right and then

we're turning 25 slight left. Okay.

All right. Finals clear. 5,000 to go.

I feel our weight today. Oh, yeah.

fully loaded, warm day, and full of

fuel. Uh, very common also when you're

waiting 10 minutes in the taxi line for

us to get the FMS disagree cast message

on takeoff, which you'll see that here.

Hey, 26 helicopter inside. No factor.

Come to Chi 2 9 holding runway 26 on

alpha 2. All right, 26 heading good.

Ready? Yes, sir. Let's do it. Okay.

Powering. ATR is in the green. Yep.

Disregard.

Okay. Brakes off.

Your speed alive three ways.

70. Sure.

See that helicopter coming over? That's

what I was worried about.

Hey, B1 rotate. The helicopter is no

factor. B2. Positive right. Positive

right. You're up. Go.

I got that helicopter in sight. No

factor. I'm going to start turning left

though. Helicopter 65 north back report

on

the option north

check niner 7 Mike right down approved

runway 26 clear for takeoff. Caut

heading four papa papa. You you could

see just how much happens there, right?

Like during the takeoff, I'm watching

the helicopter that's flying right below

me that I'm taking off over. Uh I'm also

having to turn into a heading. My

autopilot isn't on yet. In fact, I just

said AP on heading. So, in other words,

I've enabled the autopilot at this very

moment. At the same time as I'm reaching

over to turn on the autopilot and I'm

getting the traffic alerts, what

happens? I get a, you know, the tower

calling me, hey, you're good to switch

over to the departure controller. That's

great. So, the tower is handing me off

the departure. Now, I talk to the

departure person and the departure

person is going to I have to tell them

what altitude I'm at. If they don't

clear me for a higher altitude soon,

I've got to level off the plane.

Otherwise, I'm going to breach the

30,000 altitude that they gave me. The

lot in it's the takeoff and land that's

the most critical by far and it's the

most stressful. Your departure.

Contacting departure for Papa.

Oops.

Departure. All right. Departure Phenom

69er 4 Papa 1600. Climbing 3,000. Number

6 niner 4 Papa radar contact. Climb

maintain 4,000. Climb maintain 4,000. 6

niner 4 Papa. Thank you. All right. Uh,

landing gear is up. Papa contact

approach 128. See, like I'm literally

trying to go through my checklist.

Then she says, "Oh, welcome to this

frequency. Actually, use a different

frequency."

And there's so much going on that I

accidentally click away from her and I

missed the last part of her frequency.

Fortunately, Tanner remembered what

frequency she was sending us to. You

could watch that happen here.

That's going to be 2865, right? 128 65 6

niner 4 pop I think. Right. 2865.

Good memory, dude. Yeah, no problem. I

kind of have a photographic memory. So,

one to go. Departure Phenom 6 ner 4.

Papa at 3,000. Climbing 4,000.

Phenom 6 niner 4 Papa approach. Climb

maintain 8,000. Climb maintain 8,000. 6

niner 4 Papa. Thank you.

All right. 8,000 set.

Boy, coast is talked in today. Yeah, no

kidding.

Traffic looks good. We've got uh landing

gear is up, flap is up, flap setting

agrees, landing gear settings agree,

thrust level is already set to con

climb. Good. Speed select good.

Altimeter good. Constantly training is

so important, especially with a second

pilot, because not only are you always

learning from someone else over time,

and you learn different strategies, but

you're constantly dealing with different

weather, uh, different cloud conditions,

icing conditions, and it's really easy

to get overwhelmed and overworked and in

those critical phases of flight, usually

the landing and takeoff, and those are

the times when oopsie dupsies happen,

which which isn't great. Somebody here

says, "How far do you think we are from

not needing pilots because of

automation?" E-Hang has EV talls that

don't need pilots. Uh but they can only

move two people per flight, right? Yeah.

I mean, a lot of the EV tall aircraft,

uh typically what I've seen from other

companies like Archer Aviation or others

is four passengers, carry-on bags, and a

pilot. A lot of that has to do with

weight. You should watch my video on

those. Uh you could just type into

YouTube Archer Aviation Meet Kevin, and

you should see it on the EVs. But I

think it'll be an extremely long time

before you have no pilot at all. Mostly

because all it would take is one

accident where the automation failed,

the electronics failed and you didn't

have somebody who was able to actually

land the aircraft without the automation

because you could easily have an

automation failure or software glitch.

And the thing that I always like having

in the back of my mind, or it's actually

almost kind of front of mind, is anytime

I'm flying, I actually fly with the

mindset that I'm ready to take this

aircraft over without any electronics at

all functioning on the plane. And I

think that's a very important mindset to

have. So, for example, when I uh direct

airport maintain here, when when I'm

flying like this, what you'll actually

find is when we go for the autopilot

disconnect and then it's, you know, all

hand flown, which all of this is hand

flown. Don't mind like the bird or the

insect splatter on the windshield. All

this is hand flown. Uh, all I have to do

to take over the aircraft is push this

red button right here. So, this is my

magic autopilot disconnect button. Uh,

and to me it's great because it shuts

off my yaw damper. It shuts off the

autopilot, gives me full control, and

then I can handle the plane. I don't

have to worry about uh, you know, the

automation being in some funky setting

or whatever. I'm just going to treat it

like a bird and fly it the way, you

know, it should be flown. Uh, again, in

my opinion, very important. So, I think

you see that

disconnect

right here in the video.

AP, if you don't mind. Sure. Autopilot.

Yeah.

Autopilot's cancelled right there. So,

what to look for

is you'll actually see right here we see

AP and YD. That's the autopilot and yaw

dampener. And so with I just double

click it uh so it doesn't talk to me

more and it just fully cancels. But uh

then it'll yell autopilot and it's just

sort of your alert that you're in you're

flying now. Uh and sometimes the plane

is really mistrimmed with the autopilot

or it's trimmed for on autopilot stage

of flight versus me flying. So then I'll

have to you know trim it out more

appropriately. But uh it's like

practicing how to fly without the

autopilot is almost becoming a long-

lost skill. The FAA actually encourages

pilots fly more without autopilot so

they're prepared in the event their

avionics fail. Autopilot.

[Applause]

Let's watch the ridge. That's kind of

what that looks like. Good question

though. So when it comes to simulators,

it's a really good question. I really

don't like simulators for most flying

experience because like you say, you

don't get the geforce. You don't

actually feel the aircraft. Like when

when I turn the yolk coming in for that

landing and I'm not feeling the

responsiveness I'm used to, I'm

instantly going uh-oh. And I'm putting

gas on the, you know, I'm increasing my

throttle because not only is that going

to prepare me if I need to go around,

but putting some power in should give me

more speed. And speed is

controllability. The slower the aircraft

is, the splashier it is. So think about

that. If you know if if I'm coming in

and I'm going to bank and I'm going to

bank the other way and it's really

splashy, I'm going to accelerate. I

might even point the nose down to speed

up because that's going to let me

actually control the aircraft. You don't

have those feelings in a simulator. Now,

in fairness, uh and and landing is also

something you just learn by practicing

by doing so. So, you can get your smooth

landings. But simulators, I think, are

really good for training your memory

items. So, for example, if you're at

45,000 ft, you know, you could really

only train a rapid decompression in a

simulator. Uh, I could do I've done

emergency descents. I've done stalls in

this. Uh, but I've never done high

altitude stalls in it, you know, in the

air. That's something you would do in a

simulator. So, low altitude stalls, you

can do them in person. You know, we

usually fly at 5,000 ft and we stall the

aircraft, which is actually really fun.

Uh, I mean, you it's they're actually

surprisingly hard to stall at like 5,000

ft. We can be 5,000 ft up and you know,

full flaps in, gear down, and we're just

pulling back on the yolk and the lady's

going stall, stall, stall, stall, and

the plane's getting like really shaky,

and it kind of starts just like sinking

like this. It actually has a push uh you

know hydraulic that'll after three

stalls just send the nose of the plane

down. Uh and the whole point of that is

it's actually safer to be in this

configuration because then we can dive

out of it. Uh it's pretty remarkable

doing it in person. But uh yeah, some

things you just need the simulators for

those high altitude emergencies, fires,

uh a dual engine failure after takeout

uh takeoff. Uh engine failures I've done

during takeoff uh by just simulating

with pulling the throttle to idle, but

if you want to do like a complete engine

shutdown, you could do that easier in a

uh in a simulator. So that's that's a

good follow-up question as well. Why not

advertise these things that you told us

here? I feel like nobody else knows

about this. We'll we'll try a little

advertising and see how it goes.

Congratulations, man. You have done so

much. People love you. People look up to

you. Kevin Papra there, financial

analyst and YouTuber. Meet Kevin. Always

great to get your take.