Thank you for sharing, Captain. The explanation is very comprehensive and non-threatening. You outline the meaningful points really well, especially by kicking things off with “basic IFR”. I have heard that, in many cases, simulator assessments resemble an IFR check-ride, just with another pilot being assessed along at the same time. Based on your experience, what do you believe is the “priority-ratio” from the assessor between IFR and MCC when doing a simulator assessment?
In a simulator assessment, both IFR (Instrument Flight Rules) and MCC (Multi-Crew Cooperation) are essential areas, and both can often be reasons for failure. However, they are influenced by different factors. MCC issues, for instance, largely depend on the quality of the candidate's training, particularly the school they attended. Good MCC training equips pilots with strong Human Factor skills like communication, situational awareness, and teamwork. These are critical for multi-crew operations, and deficiencies here can raise serious concerns. It’s also why many failures occur in the Pilot Monitoring role rather than in the Pilot Flying role-because teamwork and coordination are central to safe flight in a multi-crew cockpit. Schools that provide comprehensive MCC training significantly impact how well these skills are developed. On the other hand, IFR performance is more directly linked to the individual pilot’s own dedication and passion for maintaining their technical skills. A pilot who keeps practicing IFR procedures on their own, even outside of formal training, such as using flight simulators on his home PC, shows a strong commitment to professionalism. Candidates who fail to show this level of self-driven practice tend to struggle with maintaining adequate IFR skills. While an MCC issue might be seen as something that could be corrected through additional training, IFR weaknesses, especially those that stem from a lack of personal initiative, are often viewed more harshly. A company is less likely to make exceptions for someone who has let their technical knowledge slip after passing their exams. Interestingly, the wide majority of candidates failure, it’s not just one area that suffers - there are often weaknesses in both IFR and MCC, and possibly other areas, which make life easy for assessors: those cases are a no-way to pass. It’s evidence that the pilot hasn’t shown sufficient interest or effort in maintaining their skills across the board. To sum up, both IFR and MCC carry significant weight in a simulator assessment, but they stem from different roots: MCC is highly influenced by the training received, whereas IFR proficiency often reflects a pilot’s personal passion for aviation and commitment to continuous learning. In the rare case where only one area is lacking of proficiency, an MCC issue is seen as an easier issue to sort out.
I had the privilege to be examined by captain Margherita during my APS MCC and I remember the day as one of the most interesting experience in my life. Thank you very much Paolo for sharing all your knowledge with us and giving us the possibility to learn this concepts in such in a clear way. These basis are not well detailed in books and articles and your deep experience makes them easy and simple to understand. As an instructor I admit that I use your website to explain to my students radial interception!! Keep up this great work!!
Many thanks Captain.A very good channel. I will be following you with watchful ears! I had an FMS drift situation and AP disconnected without warning during climb out Cairo to Malta on my last flight. Reading the FMA helped me recover the situation.Luckily we were on a Direct-To clearance and I did not have to tune to a VOR over the sea and just maneuvered in the direction towards the cleared to waypoint and re engaged the AP. I now know I should have checked the ANP vs RNP to understand the situation better.I had not flown for many months and my last LPC was almost 5 months behind and in a variant of a plane I had never flown before and ir already had technical faults and I was a new Commander on type with an inexperienced FO on type and non recent either.Not a good permutation and combination of threats. Thankfully it was a day time flight in VMC! It is also why it is important to have the RMI bearings pointing on track toward or away from the relevant Navaids.If selected to the FMS(as that option exists on the EFIS display control panel) and the source is corrupted then those bearing pointers will not aid in navigation correct? The magenta bar disappearing on 737 ND after FMS failure is an actual EASA ATPL question in Radio Aids.The FMA will ofcourse extinguish the LNAV annunciation and is the confirmation. When attending a sim assessment on a type one is not trained for can you present more clarity on what the assessors are looking for including general system knowledge? Thanks again Sir.
Hello, I am pleased to learn that you found my video useful. You are a lucky one as statistically speaking (I eared 9 over 10) many pilots will never know what an FMS failure or shift is. Unfortunately learning on our own skin is the most efficient way to learn... I am sure the day you will be in the middle of high terrain and crap weather you will expect this to happen again, and... Maybe it will never happen again to you. For what concern your question on assessments I didn't want to do a tutorial on how to pass an assessment because there are many on TH-cam so it would be redundant thing. However for a Captain of course we want to see a good communicator, and an open person, good in CRM. By this it means capable to delegate tasks and assess other pilot workload condition. Knowledge of regulations, fuel/planning requirement. The basic IFR used to be a must in the Cpt SIM although most recently some operators doesn't assess this at all, a as I said, few concept on the PBN might be anticipated as well, I would prefere to discuss this at the interview. I like to give TCAS RA in the sim, as this tests both handling and theoretical knowledge. Now your question concerning the non rated or non model familiar is hot. Points of view. Some guys will ask you many questions on your own aircraft to see how well you studied that model, however it becomes more and more frequent that the employer philosophy is:"if that guy is interested to work for me he will prepare himself". So if your assessment is on B737 or A320 because of the strong availability of sims I would suggest you take few assessment preparation SIM sessions (no need for motion, I recommend a fixed base but make sure you use a fully certified simulator!). If before the assessment you get provided with a briefing pack, ensure you carefully study it. Also if your rated (i.e A320) and never flew a variant (i.e. neo, A319) make sure that you're familiar with the main differences as this is a requirement of your cross family rating. If you're not rated give a quick look at aircraft philosophy and general specs... In general I would start by an idea of Hydraulic, Fuel, Electrical and Pressurization systems, and why not, we're humans, so pilot's chat: what does pilot says about that aircraft, why they like or dislike flying it! I hope this answer. Cheers
@@paolonespilotslounge Am much obliged for your valuable feedback and encouragement and the priceless advice. I am doing exactly what you are suggesting in terms of simprep for the A320/21 with Wizz. I am also being safe by ensuring I have mastered the basics of my own type model with it's variants. I have not seen many youtubes other than this one by you with as much relevance and focus on the sim screen yet. I have searched related pilot forums on previous candidate comments to augment my efforts and the sim part is one I feel well prepared for ss I have flown the A320 sim before successfully and currently reviewing its basic raw data mode handling and am already comfortably with panels,switches, and its displays. Incidentally aside from say tail strike attitide differences between the 320 or 321 and 319 are there much differences with the neo in terms of normal low level (+5000ft) operations such as: circuits,vectors,intercepts and tracking of courses,Hold enries, and single engine ILS, and Go Around? Would a sim screen possible cover details like cabin smoke and Emergency descent just to check that you comply with overall DOP/Philosophy common to all jets or that might be stretching the detail considering it is budgeted FB or 30 min to 45 min only? I agree that they might expect me to grasp the basics of the type in terms of general FMA read outs and call outs and basic ops of the AP+FD and even basic set up of FMS. I am expecting or prepared for Wind Shear, CFIT recovery,basic UPRT and possibly a balked landing or even for a low speed TO reject or Eng Fire with residual thrust at take off. I feel better to over prepare and look unprepared. I shall save your notes yo refer for Quick Reference prior to the actual detail and will feed you back whatever that was checked as per your advice. It will be interesting and am looking forward to it. Yes I was indeed lucky and lesson learnt. If ever I am exposed to an FMS shift again I will be ready for it!
So at what point will you actually start explaining how to actually intercept a radial .....please don't take inspiration from new youtubers who strech videos unnecessarily to increase engagement....get to the point, please You repeat each immaterial thing 30 times. Please improve, I feel you are extremely experienced and hVe a nice personality who has alot to teach , I would love to learn from you BUT please COME TO THE POINT. There can a separate video for lifes stories/ opinions You see how I went on and on sayin the same thing.....annoying right?
Thank you for your comment. The goal of these videos is to provide a comprehensive understanding of radial intercepts, not just a quick overview. In Part 1, I focus on explaining why companies prioritize conventional navigation at the assessment and cover two major causes of mistake: tuning/identifying issues and terminology misunderstandings. While I don’t get into specific intercept methods in video part 1, we’ve addressed over 66% of the root causes of failure, which is critical to mastering the subject. To help you skip the parts you’re not interested there is a time index at the beginning of my videos, if you're looking specifically for intercept methods, I suggest checking out Video 2, Chapter 2 (starting at the 35-minute mark). Overall, if you're seeking quicker, simplified tricks, there are many options available on TH-cam, and my channel is probably inappropriate for this purpose: this presentation is designed for those aiming for a deeper understanding.
I am an experienced pilot and what you are describing here is a bit "sought" as these days you have many times NOT any conventional NAV AIDS to back up an RNAV or GPS based fix/waypoint DEP or ARR. I think you are retired and have A LOT of time to sit and find VERY difficult problems to show off...sorry buddy, you dont have my credit.
Conventional navigation will certanly soon belong to past, but for RNAV operation the cross check of position remains a legal requirement. For RNP it is not. Soon my video will be stored with the prsentations of Loran-C and other obsolete navigation systems, but I am not so convinced that, that day, the IFR fail rate at company assessments will reduce!
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Thank you for sharing, Captain. The explanation is very comprehensive and non-threatening. You outline the meaningful points really well, especially by kicking things off with “basic IFR”. I have heard that, in many cases, simulator assessments resemble an IFR check-ride, just with another pilot being assessed along at the same time. Based on your experience, what do you believe is the “priority-ratio” from the assessor between IFR and MCC when doing a simulator assessment?
In a simulator assessment, both IFR (Instrument Flight Rules) and MCC (Multi-Crew Cooperation) are essential areas, and both can often be reasons for failure. However, they are influenced by different factors.
MCC issues, for instance, largely depend on the quality of the candidate's training, particularly the school they attended. Good MCC training equips pilots with strong Human Factor skills like communication, situational awareness, and teamwork. These are critical for multi-crew operations, and deficiencies here can raise serious concerns. It’s also why many failures occur in the Pilot Monitoring role rather than in the Pilot Flying role-because teamwork and coordination are central to safe flight in a multi-crew cockpit. Schools that provide comprehensive MCC training significantly impact how well these skills are developed.
On the other hand, IFR performance is more directly linked to the individual pilot’s own dedication and passion for maintaining their technical skills. A pilot who keeps practicing IFR procedures on their own, even outside of formal training, such as using flight simulators on his home PC, shows a strong commitment to professionalism. Candidates who fail to show this level of self-driven practice tend to struggle with maintaining adequate IFR skills. While an MCC issue might be seen as something that could be corrected through additional training, IFR weaknesses, especially those that stem from a lack of personal initiative, are often viewed more harshly. A company is less likely to make exceptions for someone who has let their technical knowledge slip after passing their exams.
Interestingly, the wide majority of candidates failure, it’s not just one area that suffers - there are often weaknesses in both IFR and MCC, and possibly other areas, which make life easy for assessors: those cases are a no-way to pass. It’s evidence that the pilot hasn’t shown sufficient interest or effort in maintaining their skills across the board.
To sum up, both IFR and MCC carry significant weight in a simulator assessment, but they stem from different roots: MCC is highly influenced by the training received, whereas IFR proficiency often reflects a pilot’s personal passion for aviation and commitment to continuous learning. In the rare case where only one area is lacking of proficiency, an MCC issue is seen as an easier issue to sort out.
I had the privilege to be examined by captain Margherita during my APS MCC and I remember the day as one of the most interesting experience in my life. Thank you very much Paolo for sharing all your knowledge with us and giving us the possibility to learn this concepts in such in a clear way. These basis are not well detailed in books and articles and your deep experience makes them easy and simple to understand. As an instructor I admit that I use your website to explain to my students radial interception!! Keep up this great work!!
thank you!
Enjoyed your last controls video so this one was a no brainer to watch 👍
Many thanks Captain.A very good channel. I will be following you with watchful ears! I had an FMS drift situation and AP disconnected without warning during climb out Cairo to Malta on my last flight. Reading the FMA helped me recover the situation.Luckily we were on a Direct-To clearance and I did not have to tune to a VOR over the sea and just maneuvered in the direction towards the cleared to waypoint and re engaged the AP. I now know I should have checked the ANP vs RNP to understand the situation better.I had not flown for many months and my last LPC was almost 5 months behind and in a variant of a plane I had never flown before and ir already had technical faults and I was a new Commander on type with an inexperienced FO on type and non recent either.Not a good permutation and combination of threats. Thankfully it was a day time flight in VMC! It is also why it is important to have the RMI bearings pointing on track toward or away from the relevant Navaids.If selected to the FMS(as that option exists on the EFIS display control panel) and the source is corrupted then those bearing pointers will not aid in navigation correct? The magenta bar disappearing on 737 ND after FMS failure is an actual EASA ATPL question in Radio Aids.The FMA will ofcourse extinguish the LNAV annunciation and is the confirmation.
When attending a sim assessment on a type one is not trained for can you present more clarity on what the assessors are looking for including general system knowledge?
Thanks again Sir.
Hello, I am pleased to learn that you found my video useful. You are a lucky one as statistically speaking (I eared 9 over 10) many pilots will never know what an FMS failure or shift is. Unfortunately learning on our own skin is the most efficient way to learn... I am sure the day you will be in the middle of high terrain and crap weather you will expect this to happen again, and... Maybe it will never happen again to you.
For what concern your question on assessments I didn't want to do a tutorial on how to pass an assessment because there are many on TH-cam so it would be redundant thing. However for a Captain of course we want to see a good communicator, and an open person, good in CRM. By this it means capable to delegate tasks and assess other pilot workload condition. Knowledge of regulations, fuel/planning requirement. The basic IFR used to be a must in the Cpt SIM although most recently some operators doesn't assess this at all, a as I said, few concept on the PBN might be anticipated as well, I would prefere to discuss this at the interview. I like to give TCAS RA in the sim, as this tests both handling and theoretical knowledge. Now your question concerning the non rated or non model familiar is hot. Points of view. Some guys will ask you many questions on your own aircraft to see how well you studied that model, however it becomes more and more frequent that the employer philosophy is:"if that guy is interested to work for me he will prepare himself". So if your assessment is on B737 or A320 because of the strong availability of sims I would suggest you take few assessment preparation SIM sessions (no need for motion, I recommend a fixed base but make sure you use a fully certified simulator!). If before the assessment you get provided with a briefing pack, ensure you carefully study it. Also if your rated (i.e A320) and never flew a variant (i.e. neo, A319) make sure that you're familiar with the main differences as this is a requirement of your cross family rating. If you're not rated give a quick look at aircraft philosophy and general specs... In general I would start by an idea of Hydraulic, Fuel, Electrical and Pressurization systems, and why not, we're humans, so pilot's chat: what does pilot says about that aircraft, why they like or dislike flying it!
I hope this answer. Cheers
@@paolonespilotslounge Am much obliged for your valuable feedback and encouragement and the priceless advice. I am doing exactly what you are suggesting in terms of simprep for the A320/21 with Wizz. I am also being safe by ensuring I have mastered the basics of my own type model with it's variants. I have not seen many youtubes other than this one by you with as much relevance and focus on the sim screen yet. I have searched related pilot forums on previous candidate comments to augment my efforts and the sim part is one I feel well prepared for ss I have flown the A320 sim before successfully and currently reviewing its basic raw data mode handling and am already comfortably with panels,switches, and its displays. Incidentally aside from say tail strike attitide differences between the 320 or 321 and 319 are there much differences with the neo in terms of normal low level (+5000ft) operations such as: circuits,vectors,intercepts and tracking of courses,Hold enries, and single engine ILS, and Go Around? Would a sim screen possible cover details like cabin smoke and Emergency descent just to check that you comply with overall DOP/Philosophy common to all jets or that might be stretching the detail considering it is budgeted FB or 30 min to 45 min only? I agree that they might expect me to grasp the basics of the type in terms of general FMA read outs and call outs and basic ops of the AP+FD and even basic set up of FMS. I am expecting or prepared for Wind Shear, CFIT recovery,basic UPRT and possibly a balked landing or even for a low speed TO reject or Eng Fire with residual thrust at take off. I feel better to over prepare and look unprepared.
I shall save your notes yo refer for Quick Reference prior to the actual detail and will feed you back whatever that was checked as per your advice. It will be interesting and am looking forward to it.
Yes I was indeed lucky and lesson learnt. If ever I am exposed to an FMS shift again I will be ready for it!
Love this Captain! still remember our visit to LIRA tower all those yrs ago!
LIRA tower visits... ha ha ha... long time ago, good times! Thank you Jules!
Thank you Paolo. Now ready for my oncoming simulator assessment for Wizz Air. :)
I hope it will go great!
Superb Presentation! Thank You !!!!
A "beering". Sounds like fun in an airplane!
Refreshments are free of charge in the flight deck!
Excuse my accent...
@@paolonespilotslounge ;)
The video is super interesting, but can you remove the background music. It makes very hard to follow along especially when it is very loud
Not sure, but it shall be sorted out on more recent videos...
Finally! Thanks to you
Thanks for this video Margherita!! 👏🏽👏🏽✈️
Thanks to you for watching!!! ;-)
So at what point will you actually start explaining how to actually intercept a radial .....please don't take inspiration from new youtubers who strech videos unnecessarily to increase engagement....get to the point, please
You repeat each immaterial thing 30 times.
Please improve, I feel you are extremely experienced and hVe a nice personality who has alot to teach , I would love to learn from you BUT please COME TO THE POINT.
There can a separate video for lifes stories/ opinions
You see how I went on and on sayin the same thing.....annoying right?
I suggest you to look directly at video no.2 the intercept methods
@@paolonespilotslounge thank you
p͎r͎o͎m͎o͎s͎m͎
Please
Can you get to the point?
Thank you for your comment. The goal of these videos is to provide a comprehensive understanding of radial intercepts, not just a quick overview. In Part 1, I focus on explaining why companies prioritize conventional navigation at the assessment and cover two major causes of mistake: tuning/identifying issues and terminology misunderstandings. While I don’t get into specific intercept methods in video part 1, we’ve addressed over 66% of the root causes of failure, which is critical to mastering the subject.
To help you skip the parts you’re not interested there is a time index at the beginning of my videos, if you're looking specifically for intercept methods, I suggest checking out Video 2, Chapter 2 (starting at the 35-minute mark).
Overall, if you're seeking quicker, simplified tricks, there are many options available on TH-cam, and my channel is probably inappropriate for this purpose: this presentation is designed for those aiming for a deeper understanding.
I am an experienced pilot and what you are describing here is a bit "sought" as these days you have many times NOT any conventional NAV AIDS to back up an RNAV or GPS based fix/waypoint DEP or ARR. I think you are retired and have A LOT of time to sit and find VERY difficult problems to show off...sorry buddy, you dont have my credit.
He said conventional ifr.
Conventional navigation will certanly soon belong to past, but for RNAV operation the cross check of position remains a legal requirement. For RNP it is not.
Soon my video will be stored with the prsentations of Loran-C and other obsolete navigation systems, but I am not so convinced that, that day, the IFR fail rate at company assessments will reduce!
Paolone ha magnato troppi bomboloni....
e non mangio solo quelli Alex...