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Mikko Rantalainen
Mentour Pilot
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Comments by "Mikko Rantalainen" (@MikkoRantalainen) on "Mentour Pilot" channel.

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@kenbrown2808 One extra flight with the helicopter nearly pays for a full ambulance in the barn. Helicopters are insanely expensive to fly.
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@Noel_Jaco8 I agree that it was AI assisted at minimum but getting all those frames from AI with prompting only would still seem really hard. As a result, I would guess it was more like "apply this style to these drawings".
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Also lots of evidence for not actually following the already established rules.
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@larrydavis9582 If you see the original dash cam video, you'll find that the speed of the plane as it's falling is at least the whole length of the plane body per second. As the length and the wingspan of 747 is around 70 m, you can estimate that the speed of the plane is at least 70 m/s. The changes for surviving such an impact with the ground is slim to none regardless of fire.
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There's a great documentary here in YouTube about that accident. Try searching for "When the Soviet Navy Lost 16 Admirals in a Single Accident: The Tu-104 Crash at Pushkin"
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I agree. Great video and I'm pretty sure I wouldn't have been able to use such respectful language about these pilots.
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@avengingmime Especially when they had already noticed after first flight that the cargo had shifted. If the cargo shifted even without any incident, it should be pretty easy to guess that if they get into heavy turbulence, the cargo will get loose. And if you have 5 huge vehicles on board with (already known!) borderline straps, having one loose will knock the rest loose with 100% probability.
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@mickeypopa Unless I've been mistaken, Alpha Floor Protection would have prevented engines going to idle when the plane was even trying to fly so low and slow. The cause of this crash was basically that the captain applied throttle too late and spooling from idle to full power took longer than the space available. They explicitly disabled the safety systems of the plane to be able to execute the manouver that caused the crash. That was because the safety systems would not have allowed to even try such a manouver.
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@sebastianwittmeier1274 I was trying to give a possible reasoning to not blindly trust the computer declared emergency. However, you should never assume that computer is the one giving incorrect result. But you shouldn't assume computers are perfect either, especially as long as computers are programmed by humans (or even future AI which is also non-deterministic because it uses randomness in decision making).
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@supremelord8605 I think the general rule is that if the aircraft doesn't follow expected behavior but still keeps flying, avoid doing any changes to the configuration. As a result, the captain might have wanted to avoid touching the trim switches if simply pulling hard enough kept the plane in the air. When you're having trim not working as expected, it could be failing jack screw for the trim and if you then try to re-adjust it, you could lose control of the whole plane. The whole trim system with the jack screw create a single system without redundancy any more than you could survive missing left wing.
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@djs2006 Cockpit cannot be separately pressurized because that you need a wall between cockpit and the passanger cabin strong enough to contain the pressurization. It's much simpler to just have oxygen masks for the pilots in the cockpit but of course that requires that pilots understand what's the purpose of those masks are. The pilots for this flight seemed to have so poor training that they failed to understand the need to wear masks.
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@jimkiser1429 I fully agree. It should be possible to interview the crew to make sure the "fault" is not just misunderstanding. However, once it has been made sure that there was an actual malfunction and the cause wasn't found, the status should definitely be "intermitted fault, reason unknown" instead of "no fault" or "fault has been fixed".
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@OceanSpirit881 I fully agree that hindsight is 20/20 and it's easy to say that the piping should have been fixed/guarded earlier. I think the manufacturer is to blame here: if they had specified reduced flying hours for the part without the fix, it would have been checked more often or the fix would have been applied. When optional fix is available but not installing it doesn't cause any documented issues, not installing the fix should be the expected outcome. This is no different from computer system where people do not install software or firmware updates unless absolutely necessary.
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Or maybe not loose the remaining three belts so much. If those had been tight enough, there's no way he could have been sucked out of the window alive.
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@marcellkovacs5452 I agree that it would have been really hard to figure out that the switch is reversed. However, after dealing with multiple broken switches in various things, I've built a habit to try moving the switch full movement range a couple of time if I ever think there's a problem with the switch. In this case, it would have meant that I would have moved the switch full range and maybe noticed that when I go full range to wrong direction, things get better. Even in that case, I'd have assumed that the switch is somehow mechanically broken inside instead of being installed upside down. Moving a switch over full movement range sometimes helps in case there's dust in the switch or if the switch contains sliding carbon parts where carbon deposits may move around inside the switch in case of failure.
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Right. If the flight engineer accidentally turned off the water injection system and realized it, he should have said it out loud so that the pilot flying knows about the issue and the the flight engineer could try to restart the system.
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@larrydavis9582 The drag matters so much that the height is not the thing that kills. The only thing that matters is the collision speed. This plane did fall sideways for so long that it acquired quite a lot speed and even though the wings were closer to horizontal near the crash, that can increase the drag only a little compared to vertical speed. From the video alone it seems clear that the collision speed was more than 70 m/s and you can compare this to human terminal velocity (that is, the max speed for human body when jumping from a plane without a parachute, somewhere in range 50-90 m/s) the changes of survival in that crash are about the same as hopping on a car from an airplane in cruise altitude. The springs and crushing metal on the car do help a bit but probably not enough.
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@valerieann8007 Of, interesting to know. I always assumed that any pinned message is a human decision by the channel owner.
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Why did Boing design the auto throttle to not avoid stall in all situations similar to Airbus alpha floor protection? I understand that there needs to be ability to switch it off in case of sensor malfunction but why disable such protection system automatically for normal autopilot mode changes?
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@CelesteBertin I think the change to word order for repeat is done to require some mental thinking with those words. If you only repeat the exactly the words, you don't need to understand the meaning of those words so you may immediately forget what was said.
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Actually, you cannot reduce power of a diesel engine by increasing fueling. As long as there're any unburnt oxygen atoms inside the cylinder dumping more fuel will improve power output slightly. However, the black smoke is only caused by unburnt fuel that's not successfully mixed with the oxygen. And of course the efficiency goes down because you're literally blowing unburnt diesel out out your tailpipe. It's my understanding that people doing this think that it looks cool or they imagine that the noise and smoke equals so much more power that it makes sense to do it side-effects. Some seem to do it as a protest against clean engines that somehow damage the brittle ego of the owner of said diesel car. The proper method to increase power output from a diesel engine is to increase fueling while increasing in air intake at the same time. In practice, this means high boost turbo setup with large injectors which gets pretty expensive soon. Dumping just extra fuel and "rolling coal" is the redneck version of improving engine performance. Diesel engines are always running lean because there's no throttle of any kind (the "rolling coal" setup is only version where the engine is not running lean). You always reduce fueling to reduce power. And to increase power you just increase fueling. Those of us that are not rolling coal stop injecting extra fuel when the engine would start to emit black smoke (= partially unburnt fuel which is obviously causes poor economy). Most modern diesel cars can be tuned to emit higher power with just a computer programming – however, the factory programming is selected to match the factory gearbox; unless you swap the gearbox (and maybe clutch) to stronger aftermarket alternative, the changes are high that the gearbox is going to fail pretty soon.
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I agree. The graphics were best this far and the rest of the video was superb as usual, too.
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Awesome video as usual! I had heard about this accident previously but the level of details you had is way above the other sources.
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Any bidding system that requires 150 pages of documentation for end user has so backwards design that it should never ever be used for anything.
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Great video once again! I would have never guessed that perfectly lining up on the runway would be a bad thing but this video clearly explains the risks.
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Just make sure you never travel on Airbus plane because this video only has instructions for Boeing only.
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@LotusDecember I failed to understand if you think that it's hard to prompt AI image generators to emit 30 images with the same character for specific scenes. I find it very hard and if you think otherwise, I'd love to see you prompting the same comic book style pictures but this time with a character that looks like the main character from the Fallout TV series. Definitely doable but really really hard.
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@sebastianwittmeier1274 The discrepancy between calculated and actual fuel usage could also be caused by broken flow meter so I wouldn't call that alone "confirmed" yet.
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@issakproano Good point! I just read about TAM Transportes Aéreos Regionais Flight 402 and that's exactly the situation I was thinking. It's interesting that this year 1996 accident had following recommendation in the accident report: "Primary Homologation Bodies a. They are to improve the quality of the analyses of all bulletins, even if considered MINOR CHANGES, regardless of their classification, and are to determine that it is mandatory, for the manufacturers, to remake the FAULT TREE ANALYSIS for every and any proposition of modification in any of the systems, that may in some way interfere with the aircraft's airworthiness." Had this first recommendation followed with MAX, we wouldn't have had those two huge accidents with it.
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@paulfogarty7724 Considering all the crap people are saying about Ryanair, I had to check this. I quickly went through Ryanair's incident history and it indeed appears that there has never been a crash. In fact, the most serious stuff I found was as follows: FR-654 in 2019 had FO incapacitated and captain returned for a safe landing. FR-3918 in 2018 had FO incapacitated and the captain declared Mayday in line with standard operating procedures and diverted to Trapani. FR-7312 in 2018 had loss of cabin pressure, the crew reacted in 2 seconds and initiated an emergency descent as expected. FR-1192 in 2018 had near collision when two planes got within 2.2 nm from each other; the cause was the failure of the PAL sector controller to identify the conflict in time. FR-314 in 2017 Overran runway on landing and came to a stop on the paved surface of the runway. There were no injuries. FR-4060 in 2017 had a tailstrike and returned for a safe landing after burning enough fuel. FR-817 in 2016 declared pan pan because icing caused engine problems. The aircraft made a normal approach and landing at Dublin and all passengers disembarked normally. FR-2446 in 2014 a loss of separation occurred because of controller error. FR-2848 in 2014 had a near collision due controller failure, the separation between the aircraft reduced to 100 feet vertical and 1.4nm lateral. FR-3152 in 2013 had captain incapacitated, FO diverted the aircraft to Faro (Portugal) 160nm southeast of their position for a safe landing on runway 10 about 25 minutes later. FR-3595 in 2013 had the separation between the aircraft reduced to 0.8nm laterally and 650 feet vertically involving a high risk of collision. The cause seemed to be both the controller and the crew not following proper radio protocol (not using their call-sign, not requiring read back). FR-1664 in 2012 had right pitot heating failed without indication causing instrument malfunction and the crew correctly diagnosed the problem and continued for a safe landing. Some flight in 2011 with Boeing 737-800 had FO incapacitated, the aircraft landed safely on Girona's runway 20 about 45 minutes after the first officer handed the controls to the captain. Some flight in 2010 with Boeing 737-800 had to declare mayday after diverting to alternate airport and the crew inadequate decision-making causing the fuel amount dropping below the required minimum reserve fuel. Legal minimum was 1139 kg and after landing the aircraft had only 956 kg. In 2010, a little girl fell through the gap between the handrail and the platform of the stairs during boarding in Spain. The girl received fractures of the ulna and radius of the left forearm. The CIAIAC analysed that although the extendable handrails protect sufficiently against the falls of adults, the gap between the handrail and the platform represents a danger for small children to fall through the gap. In addition to that, there were technical issues causing diversions but I couldn't find anything really serious. For example, FR-7411 in 2019 had to shutdown one engine in-flight due to lack of oil pressure. Seems surprisingly good track record for any airline with similar amount of flights!
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@crucifyrobinhood The water injection only reduces combustion temperature. That allows reading gasoline engine leaner or to reduce risk of burning your pistons with high enough boost. You cannot be rolling coal and then add water injection to fix problems with too little oxygen. Sure, water has oxygen but it has already been burnt to create water.
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@dredeth I feel that it was historically used just to explain that weird edge cases can happen in any system. Nowadays it's used to claim that any wild explanation is supposedly still correct despite any contrary evidence – as if any contrary evidence is just some kind of weird edge case that can be safely ignored. As a result, straw man argument is pretty close to the current usage way too often.
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White roof makes a lot of sense for the hotel because they have to cool the building a lot and having white roof reduces the heat input. Adding two red flashing lights would make a lot more sense – probably cheaper to implement and better safety during poor weather.
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@Delibro Many people take jobs they don't actually want to do if they pay well...
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Great video as usual! I think this incident should have prompted to introduce a standard method for INOP markers on the controls within the yoke. If a method is not available, the aircraft shouldn't be considered safe to fly with any inoperating control within the yoke.
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I was thinking the same thing. If there was a button that you have to press every 15 minutes, you couldn't be too distracted for an hour. Trains have had dead man's switch for a century because those run nearly automated most of the time. I'd expect similar things to be seen in many more things in the future if we try to keep humans in the monitoring/standby positions.
4
It would make sense to improve rules on the sterile cockpit. Maybe define that if parking brake is active, sterile cockipit is not required but minimum switch time from non-sterile cockpit on the taxiway to takeoff is 10 minutes? This would allow pilots to stop chit-chat if they think they could have takeoff in the near future but if they know they are 15th plane in the queue, there's no hurry. And if they think that they might get clearance within next 10 minutes, no chit-chat.
4
I think this incident demonstrates that have a LOT of experience in flight hours doesn't mean that the pilot actually understands the aircraft. It seems that both pilots had poor understanding of automatic features of this aircraft in addition to poor communication between the pilots. It was also bit scary that the pilots had trouble figuring out how to get the aircraft out of TOGA LOCK state. It's like having your cruise control force enabled in your car without immediate knowledge about how to cancel it.
3
The crazy part was that the maintenance engineer just inspected the plane and said he or she couldn't find any problem with it. So the pilots were sent to new trip with plane full of passangers with zero fixes or explanations. I'm pretty sure I will not be entering any Royal Air Maroc planes in the future. This seems more like company level issue than about skill of these pilots.
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@OGLizardKing If you know you're flying high above the sea, just trust your attitude indicators. Those are backed by three fully separate laser gyros in modern aircraft and the wings will rip away at random more often than all those gyros fail at the same time.
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I agree. Running on autopilot with preprogrammed flight path and running out of waypoints should be nearly as bad as autopilot disabling automatically. The sound be different but still equally loud.
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It could have been actually the other way around. If he had been the best maintenance engineer in his team for a long time, he could have turned complacent and not be critical enough to really verify that he has done a good job. Eyeballing the screws points to this direction, too. I wouldn't expect junior maintenance engineer eyeballing any parts or not using torque wrench.
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Good video, again! The only question I have about OFDM is why isn't it made mandatory already?
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@robjows Garlic does slightly reduce blood pressure. According to WebMD, taking garlic by mouth seems to reduce systolic blood pressure (the top number) by about 7-9 mmHg and diastolic blood pressure (the bottom number) by about 4-6 mmHg in people with high blood pressure. However, I agree that you must have some kind of allergies on top of that because otherwise the effect it too little to cause dizziness.
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If extra distance for energy management can avoid even one go-around per 10 landings, it will also save fuel because extra distance is very cheap compared to fuel consumption of a go-around.
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17:40 I guess solar powered bad weather sensors was really green idea.
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I think there should be automated verification of pilot inputted value but I think the pilots should manually input whatever value they think is the correct one. The automatic verification could be against radio altimeter and GPS vertical positioning. And in case of error, tell the pilots that the values do not match. I think it would be good to only tell the pilots how much difference there's is in the different measurements so that the pilots get an estimate about the accuracy of the readings they can see in the instrument panel. If you had minimums of 800 ft and instrument panel says your height is 1400 with possible error of 300 ft, you'd be much more careful about your approach.
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@Qwertworks Yeah, one would wonder why the manufacturer put such features in passanger airplane. Whoever accepted that the safety features should be disabled for this passanger flight should deserve a lot of the blame.
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I would put this accident on company policy of always using auto throttle. I guess that's a fine policy but with such a policy, training should include sim runs for auto throttle failure during any part of the flight, including initiating go-around over the runway. Always expect any automated system to fail during the worst possible moment. Had they trained that way, they would have have routine to check if the auto throttle is indeed working correctly and that would have saved from this accident.
3
Great video as usual! The whole story sounds like the professional pride of practically everybody affecting this accident was pretty low. If I were maintaining an aircraft that has auto-throttle issues for 8 years and I couldn't fix the issue, it would be time to get somebody more qualified to fix the aircarft instad of keep flying with random attempts to fix it without really understanding the issue. On the other hand, the pilots not accurately reporting split for the autothrottle failures, there's high probability that the maintenance is looking for wrong clues. And the inadequate sim training was definitely not an accident but a company culture, which nobody bothered to fix. And I think company culture was also the cause for the home-made non-default procedure for upset handling that was never confirmed by the manufacturer.
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