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I have learnt the Charlie Brown method many years ago, well before Cold Play would publish that song, so I am quite sure there is no relation. The thing is just that you have to remember the letter C and B in the correct sequence, and everyone remember Charlie Brown...

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 RUclips, and my channel is probably inappropriate for this purpose: this presentation is designed for those aiming for a deeper understanding.

All right, I will have it set it at lower volumes in future occasions

@@paolonespilotslounge And please - make those future occasions happen! :) Your movies helps my mind to believe that I am not wrong and alone in my observations, thoughts etc. Greatings from Poland!

This was real aircraft and as said is for classroom usage, thank you for understanding.

@@paolonespilotslounge Okay thank you for clarifying.

exactly!

Thanks to you for watching

Thanks to you for watching!

Thank you for your interest. Remember that the target is not passing the ATPL quiz, the target is knowing what you're doing once you are sitting on the aircraft!

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.

Not sure, but it shall be sorted out on more recent videos...

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!

I suggest you to look directly at video no.2 the intercept methods

@@paolonespilotslounge thank you

Thank you! I'm pleased to ear this.

Thank you very much for your support, all of this shall be used with the support of a flight instructor!

Crazy good without him id be lost!

Oh Well, I can tell for sure that there is a good bunch of pilots out there that would be totally lost in flightdeck without a magenta line! I don't know much about Concorde but I always say to my students that if the Super80 was called "Super" there was a good reason. As far as I am aware any avionic coming after that generation of aircraft it is a cheaper, poncey, luxurious, cool, fancy peace of junk-avionic which has been carefully studied to save money and guarantee nothing more than the certification requirement. But we have to train pilots on that, that is the future, that is what modern pilots rely on. Somehow I wouldn't even disagree if someone would point at those videos saying that I am promulgating a useless ancient technique that only belong to the past...

My golden rule for entry assessments is: keep doing what you always did, don't change anything-stick to the plan! I would be absolutely glad if you find my technique much better than anything else you are using, but three days before the assessment is definitely not the ideal moment to change a technique!

@@paolonespilotslounge hey Paolo, yes, you are absolutely right. I used the techniques that I was most comfortable with on assessment day. However, still find your videos very inspiring, and they definitely helped me to get a better understanding of reading the instruments. Your part 2 video was most helpful. Thanks for the effort you are putting in trying to help others! P.S.: I passed the assessment for my first pilot job ever, will fly the 737 soon 🥳

e non mangio solo quelli Alex...

Thank you! Part three finally is due to be released tomorrow!

You are welcome!

Thanks for the sub! I hope part three in no more than a month...

Thanks to you for watching!

I hope it will go great!

Glad you enjoyed it! We're working on it, it may still take a little month...

This is quite a typical question at the assessments: "did you ever find yourself in a difficult situation". Now replying "no" wouldn't be neither realistic neither a great answer. Saying yes than require you to pickup a situation where you can demonstrate that you - or your team- managed well the situation. So the story shouldn't end up like: "it was unsafe but we did it anyway". Most likely the event will have some technical details, so it is important that you show that the event was the opportunity for you to go in very deep detail of the aircraft. I don't recommend to invent a story, but it is certainly worth making some practice in presenting it nice before the interview.

@@paolonespilotslounge certainly will. If the technical detail means exposing my former employer badly(due to careless and penny pinching maintenance practices could it back fire. We suffered 4 engine failures in 4 months. I was the handling pilot on one at take off on a short strip fully loaded with passengers. I was able to predict the engine failure on the the preceding 6th sector. We were doing the 7th sector.ATR. Aircondition smoke and high ITTs that were displaying for some weeks due to tired engines. My Captain was complacent. He was my TRE and so did not put my foot down but advised him to expect an engine failure. He was too busy on the phone over some private business concern. We managed it well. He let me continue all the way to landing as I was doing a good job. I had suggested to divert to the main international Airport just 10 minutes away where we could yet support but he insisted we return to the same small airpory and as we were the last traffic and airport closing time reached and as we fid not declare Nay Day or even Pan call we mee reely requested to return and the ATC was almost leaving the tower to clock off duty.It became a major logistic problem to transfer passengers after waiting for a support flight one hour away but end was happy passengers. Had my Captain listened to me we would have managed it more efficiently. I was a new FO who checked out only 2 weeks prior.

thank you!

LIRA tower visits... ha ha ha... long time ago, good times! Thank you Jules!

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 RUclips 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!

Thanks to you for watching!!! ;-)