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

  1. I totally agree! Many other video producers have 10 mins worth of content but it's repeated to fill 45 mins.
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  2. 12:55: Also note that the indicated airspeed would increase while passing the vortex caused by the left wing so rotate speed could appear to be exceeded earlier than expected.
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  3. When the aircraft was still on the ground and ATPCS failed to arm, how come they didn't have any checklist to go through? I undestand that some things are memory items but when the plane is still on the ground, you would have time to go through the checklist. And since type 600 was supposed to not be allowed to fly with that failure, the checklist should have been pretty short!
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  4. 4:53 "built on the honestly of the applicant" The applicants were always honest, there wouldn't need to be any kind of official record database. Designing any safety critical system on honestly is a sure failure.
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  5. I think this accident underlines that the minimum acceptable performance for the pilots was set too low. If it had meant that neither the pilot or co-pilot would have passed to continue their careers, it would have been the safe end result.
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  6. Great intro!
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  7. Do you need to dump the fuel for two engine failure?
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  8.  @MrSchwabentier  As Mentour Pilot explained, it's a well known phenomenon that humans can enter into state of no reaction to any aural input under great stress. It would make sense to design the user interface so that you can still understand that the plane is in alternate mode and/or in stall even if you cannot hear anything. In addition, I wouldn't consider it impossible to actually physically lose the hearing in case of catastrophic cabin pressure lost so making everything work without any hearing would be a good objective even if you don't consider mental limitations at all. As for the vision, I think the changes of successfully landing a plane after all pilots have totally lost the vision are slim to to none no matter what kind of user interface you have. As such, visual indicators can be assumed to be available as long as any indicators work at all.
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  9. 5:25 Is it possible that the first officer mistaked overspeed bars with stall bars in the speed display? The recording contains reference to "speed" but if the first officer had actually checked the speed it would have displayed over 220 knots which will not cause stall very easily. However, if you think that overspeed bars actually meant too slow speed and keep pushing nose down in panic, that alone explain this crash. However, I still cannot figure out why the captain didn't take the controls faster.
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  10. Great video! It was interesting to learn that you used to be a firefighter.
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  11. So they did their acceptance flight with passangers? Wow! Edit: the passangers were company engineers as part of the check flight.
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  12. 17:20 Even if they had ground proximity warning system, would it get triggered with landing gear already lowered?
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  13. Is there any case where random GPWS alerts would be okay to ignore? Why doesn't the system automatically keep cockpit voice recordings after getting even a single GPWS alert when the plane is on the ground and engines have been shut down?
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  14. Would it be too much to require every captain to go through mandatory psychological evaluation every two or three years? And if the evaluation were ever failed, they would immediately lose their captain status and work as FO at best until trying to re-certify as captain as any other FO.
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  15. The point about using a mobile phone while sitting at the right seat is really important. The only thing that needs to fail is left seat adjustment and the pilot flying would be immediately out of the game and the pilot monitoring would need to take over without time to prepare. When that "pilot" is actively trying to keep camera focus instead the changes are things would turn real bad really fast.
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  16. 19:00 The fact that the door latch safety systems had at least two modifications to allow partially locked door to be accepted suggests that the maintenance was fully aware of the problems with the door and instead of fixing the door, they practically disabled the safety systems and failed to implement the service bulletin. I hope the decision makers that accepted this were procecuted.
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  17. Good points! Human psychology is poorly considered in many occupations even with life-dangering results. Aviation is on the better end of the scale but even that is far from perfect.
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  18. Superb video once again! As for the future improvements, consider using 60 FPS camera in the studio. Currently the 3D animations (60 FPS) look smoother than the stupio capture because framerate appears to halve whenever Petter is speaking in front of camera (which appears to be 30 FPS).
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  19. 31:32 I hope somebody carefully inspects FAA behavior here. It makes me hard to believe that no-action was chosen because of careful analysis of the risks but as a result of Boeing lobbying instead.
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  20. If the plane is going to crash soon because of losing engine power, it would seem obvious to try to push whatever engines are still rotating to higher power. Even if they truly had dual engine failure, extracting even 30 seconds more power from a broken engine might have helped them to the airport.
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  21. The graphics and visualization of St Elmo’s Fire was awesome!
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  22. 23:05 Didn't Dubai have any radios than could have been tuned to the frequency that the accident aircraft was on? If that would have been option, the only relay message they would have needed to transmit is to tell the frequency the accident aircraft was still using and they could have re-established the communication between Dubai and the aircraft.
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  23.  @jimw1615  I would guess they had battery backup and thinking was "the lack of sun light couldn't possibly last X days".
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  24. As far as I know, lying to FAA e.g. about flight hours is a sure way to lose the license permanently. How come it's okay to start lying when you're senior training captain? I hope that the captain lost his license forever because he's obviously breaking all the rules and when incidents start happening, he starts lying instead of taking the blame.
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  25. Any changes to aircraft are insanely expensive. You might think that screwing 4 small metal pieces in front of four holes in the wings shouldn't cost $5000.
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  26. Great video as usual! One question about this incident: why the fuel filters didn't capture too concentrated Kathon mixture? I would have expected that the filters should catch the slimy stuff out of fuel, too, which would have resulted in glogged filter and cockpit warnings. Of course, the mineral buildup in the engines could still happen because the whole point of such buildup is slow buildup of extra mineral molecules in the fuel.
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  27. Wow! Aircraft maintenance job on pressurization critical part where the inspector/verifier of the work is the same guy that did the job? How on earth he thought that it was okay? Okay, you answered it later that that was actually a problem in the official procedure requirements.
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  28. When you speak about the temperature, it would be good to mention if you speak about degrees Celsius or Fahrenheit. I think you use Celcius in all your videos but that's just implicit assumption.
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  29. Maybe this is not he first take?
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  30. Any such indication system can also fail and requires its own circuit breaker, too. They already had one indication system: the white line visible in the breaker.
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  31. Every new story we get about MAX tells us that FAA should never ever accept any new planes using the type rating of older design. Boeing obviously had incentive to hide information about all these changes from pilots to make sure FAA wouldn't require extra pilot training to switch to MAX pilot, as was advertised by Boeing marketing team from the start.
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  32.  @anjou6497  Pilots are expected to be able to communicate in English using the radio for any international flights. Surely they should be able to read English documentation, too.
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  33. Why doesn't Boeing software automatically start APU in case of engine failure? It would seem sensible to have backup electric power source for all situations and with only one engine running, losing that engine will always result in loss of electricity (except for rare parts of the aircraft with battery backup).
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  34. Considering how small modern accelerometers are, why do they not put a couple in each wingtip? Data from those could be used to measure hits from accidents like this and also measure any twisting motion in the wings which could be used to estimate wing load in general. And the pilots could get automated message whenever acceleration of the wingtip exceeds spec in any moment.
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  35.  @tomstravels520  Yeah, I understand the extra cost of maintenance. However, I think the wing loading would be important metric for metal fatique even in heavy turbulence so those sensors could be used for things other than rare accidents, too.
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  36. Was there a checklist for checking the nose wheel using the lens? Nowadays planes have checklists for everything, right?
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  37. Have I misunderstood something when I though that the most important things to check during the walkaround are flying surfaces and external sensor, namely AoA sensors and pitot tubes? That would logically require checking that all the tubes look okay (e.g. not hit by a bird) and that would require looking at the tube directly. And obviously you cannot tell if the tube looks okay if there's a red cover over it.
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  38. As a non-pilot my understanding is that those big jet engines take so much time to change back from reverse thrusters to normal takeoff thrust that the runway is not going to be enough to get up to speed again. For smaller planes, the action is faster.
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  39. 23:00 Yet another poorly maintained airport in all these accident videos on this channel. It appears to me that the taxiway and runway lights and markings should have improved standards so that airports couldn't skip the security because of the budget issues. Either install proper lights and markings or do not operate commercial flights at all. That said, I agree that confirmation bias was probably a huge factor here. As you explain around 26:30 there were lots of clues that could have allowed the crew to figure out that they were not on the correct runway. Correctly identifiying confirmation bias is really hard but it should be doable.
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  40.  @RobinHood70  The cat is in bottom right corner and it will be hidden by the Youtube on screen controls (the time slider, CC button and gears and stuff) + it's very dark.
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  41. 9:00 In my opinion, the cabin pressurization system being on manual should still glow red or amber because you should be using that mode only if you already have pressurization related failures (e.g. computer that's supposed to take care of correct pressurization is broken).
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  42.  @speedbird9313  If both CPC are inoperative, would you consider the situation as normal?
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  43. In case runaway stabilizer is caused by totally failing jackscrew as in Alaska Airlines Flight 261, is there any way to actually control the plane?
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  44. Loved the "Just teleported in" caption around 17:05.
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  45.  @Blazo_Djurovic  I have only experience fixing this kind of intermittent problems with cars and computer systems but the root cause for nearly any non-deterministic computer system is power delivery for some part: faulty power source causing unstable voltage, faulty connector, crack in solder, crack in wiring. Those things do not get better automatically over time and the maintenance engineer failing to find the problem only speaks about lack of skill for that engineer. Since the issue was experienced only during the flights, I would assume it was causing some wiring to be slightly moving because temperature changes or pressure changes.
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  46. 10:00 It appears insane that any system that can affect any of the flying surfaces could be anything but critical when it comes to risk evaluation! This should be easy rule to include in FAA regulation that would prevent whole class of similar problems in the future.
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  47. Great work! Your production quality was already really high and you just increased it even more!
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  48.  @turricanedtc3764  Yes, I agree that it would have been really hard to find the problem with short maintanence time between regular flights and that's exactly my point. If the problem keeps reappearing, temporary fix is clearly not working and timer reset should not be done. I think the timer should be allowed just as a single time extra period to find the true root cause. If it cannot be done in that time period, the plane should be grounded to give maintenance enough time to find the true root cause. And yes, it would make operating those planes more expensive which is probably the reason why this is not implemented in reality. Instead, you do something to supposedly resolve the issue without ever understanding the actual cause and get another 500 hours to keep operating.
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  49. I was surprised to find out that CVR and FDR failed immediately. Do they do that even today if electricity is lost around the nose wheel?
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  50. Great video again! I would suggest a small improvement for future videos: I think it would be easier for the viewer if you repeated the year of the accident later in the video, especially in the part where you discuss how things have changed since the accident. This would make it easier to understand the progress that has been made in aviation safety and also underline how many years it takes to fully implement all the changes recommended in the report, if those recommendations are actually implemented industry-wide at all. And I fully agree that plain 1500 hour limit does very little to improve safety. I would rather have a count of correctly handled incidents in simulators. For example, different scenarios in the sim training could give different points for your pilot skill credit: safely landing a plane in heavy side-wind without working ILS might give you 1 point. And safely landing a plane in low visibility with windshear and an engine failure would give you 20 points. And of course, you wouldn't be told before the sim training what will happen outside the information you would have for any real flights either. And I would give points for correctly diagnosing any failures in the sensors, instrument or flight surface movement. Perhaps sim training should also include situations where the cockpit has been pre-configured before the tested pilot has entered the cockpit and the actual test starts at cruise flight and the pilot must correctly find some mistakes in the pre-configured state to safely land the plane? That would train the pilots to assume unknown mistakes or problems in the aircraft and always re-check things instead of assuming everything is okay.
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