Intercepting Radial, how pilots fail airline entry assessments part 1

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Intercepting radials is increasingly becoming a challenging exercise for pilots and is often a contributory factor in the failure of a pilot airline entry assessment check ride. I will discuss what are the reasons why companies care, why should you care, and what are the most common weak areas. Part 1 address the importance of this knowledge, the tune and identify, and the terminology. Part 2 address proper and dummy techniques usage of RMI and HSI, also giving some examples. PLEASE BE FAMILIAR WITH THE DISCLAIMER FOR ALL MY VIDEOS, link provided at the beginning.
visit www.aviomarscuoladivolo.com/

Опубликовано:

26 июн 2022

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Комментарии : 22

@dado2i 2 года назад

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!!

@paolonespilotslounge5808 2 года назад

thank you!

@julesblasi5806 2 года назад

Love this Captain! still remember our visit to LIRA tower all those yrs ago!

@paolonespilotslounge5808 2 года назад

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

@mba7454 2 года назад

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.

@paolonespilotslounge5808 2 года назад

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 RU-vid 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

@mba7454 2 года назад

@@paolonespilotslounge5808 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!

@jcommtube Месяц назад

Superb Presentation! Thank You !!!!

@villehiltunen8559 Год назад

Thank you Paolo. Now ready for my oncoming simulator assessment for Wizz Air. :)

@paolonespilotslounge5808 Год назад

I hope it will go great!

@cmteaureliojansen 2 года назад

Thanks for this video Margherita!! 👏🏽👏🏽✈️

@paolonespilotslounge5808 2 года назад

Thanks to you for watching!!! ;-)

@valentinguz 4 месяца назад

Finally! Thanks to you

@maxsalman783 8 месяцев назад

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?

@lucacagnazzi8530 9 месяцев назад

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

@jasper_north Год назад

Please

@elliottberger9748 2 года назад

p͎r͎o͎m͎o͎s͎m͎

@amreekmann6537 10 месяцев назад

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?

@756il2yr 9 месяцев назад

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.