Ryanair Interview and Sim Assessment (merged)
Join Date: Jul 2010
Location: London & Oslo
Age: 54
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I know and agree with you Hans, but that does not make it wrong to actually highlight the situation on these boards.
Now us pilot's should know our place, we accepted so much crap with regards to getting first employment, I guess we just have to accept this too!
Now us pilot's should know our place, we accepted so much crap with regards to getting first employment, I guess we just have to accept this too!
Join Date: Apr 2011
Location: dublin
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thanks mystico, I hadn't realised they had so many applicants, it was the first place I sent my cv upon finishing so certainly wasn't my last resort, from what i hear ryr training is top class and pilots leaving the compny are dont have much trouble finding other jobs
Join Date: Aug 2009
Location: Trieste - Italy
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RYR ASSESSMENT ON 4th MAY 2011
HI GUYS!!
DO ANYBODY HAVE THE ASSESSMENT ON THE 4th OF MAY 2011??
I'll be there the day before till the day after this date...
I need some technical infos, such as which jepp plates do they use for the test... I know it's randomic, but just to have an overview on it..
THX!!!
CONTACT VIA PM PLEASE!!
DO ANYBODY HAVE THE ASSESSMENT ON THE 4th OF MAY 2011??
I'll be there the day before till the day after this date...
I need some technical infos, such as which jepp plates do they use for the test... I know it's randomic, but just to have an overview on it..
THX!!!
CONTACT VIA PM PLEASE!!
Join Date: Feb 2001
Location: varies, depending on the night before!
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BoeingDreamer,
For your info. I was a late starter, exactly 38 when I started the TR course (with NO flying exp before). Been here 2.5yrs now and I am not the only one.......though the majority are straight from College
Speaking to some in the know, and they do actually prefer those with a little more worldly experience behind them...
Sorry you did not make it this time. Good luck for the future.
For your info. I was a late starter, exactly 38 when I started the TR course (with NO flying exp before). Been here 2.5yrs now and I am not the only one.......though the majority are straight from College
Speaking to some in the know, and they do actually prefer those with a little more worldly experience behind them...
Sorry you did not make it this time. Good luck for the future.
Join Date: Apr 2011
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assessment
Hi david and michele,
Could you please tell me, when did you first send your cv so that I could have an idea for how long I have to wait, before and if I get called for an assessment.
Thanks,
Much appreciated
Could you please tell me, when did you first send your cv so that I could have an idea for how long I have to wait, before and if I get called for an assessment.
Thanks,
Much appreciated
Join Date: Apr 2011
Location: EU
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hello guys,
anyone who has recently attend an assessment can give some info about technical questions asked. Mine is next month and i´d like to hear sth from anyone, would u recommend any book to prepare it ???
thanks in advance..
anyone who has recently attend an assessment can give some info about technical questions asked. Mine is next month and i´d like to hear sth from anyone, would u recommend any book to prepare it ???
thanks in advance..
Join Date: Mar 2011
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@ OCH....
I had my assessment the 30th or march. These were my technical questions and of my pal.
Feel free to PM me if you need any more info.
· Describe High-Bypass
o Bypass ratio 5:1 so 80% gets bypassed and 20 % goes into the standard 4 stroke cycle (interrupted)
· Ok, Which engines does the 737 have and is this high bypass?
o CFM 56-7 and yeppers
· Ok, how much voltage does the engine produce? and How much Hertz?
o 115 V and 400Hz
· Ok, what is the Hertz when the engine doesn't rotate that fast(f.e. during landing or on the ground?)
o Still 400Hz. (Constant speed drive, but didn't even got the time to explain this)
· Does a Seneca has a critical engine.?
o No. (Didn't even got the time to explain why:P)
· What is a yaw damper?
o To make coördinated turns and to prevent Dutch roll.
· What is Dutch roll?
o A negative effect of swept wings. Basically when your plane banks to the right, the left wing goes up resulting in a bigger angle of attack. That left wing will stall into the bank making the turn uncoordinated and eventually a roll.
· Name more disadvantages of a swept wing!
o Wing tip stalling, less lift in low speeds(and again he immediatly interrupted me with the next question)
· Ok, how do we counter the effect of low lift?
o Flaps and slats to increase area and camber.
· Ok, how are the flaps operated?
o By 2 hydraulic systems, A and B.
· Ok, how are those systems driven?
o Engine driven and electrically driven.
· What is V2?
o A safe speed for SE operations to reach the screen height. It’s limited by VMCA and VR. (He asked if I knew some other speed) Oh yeah VS of course.
o Ok now he tried to fool me. He said ok. So V2 = 1.2x VMCA and 1.1 Vs. I corrected him and said no, it is 1.1x VMCA and 1.2x Vs. He laughed and continued
These were the questions I heard. Basically I prepared by using 'Ace the Technical pilot interview".
I kinda saw it as the bible and I took it everywhere with me and learned my ass off.
I had my assessment the 30th or march. These were my technical questions and of my pal.
Feel free to PM me if you need any more info.
· Describe High-Bypass
o Bypass ratio 5:1 so 80% gets bypassed and 20 % goes into the standard 4 stroke cycle (interrupted)
· Ok, Which engines does the 737 have and is this high bypass?
o CFM 56-7 and yeppers
· Ok, how much voltage does the engine produce? and How much Hertz?
o 115 V and 400Hz
· Ok, what is the Hertz when the engine doesn't rotate that fast(f.e. during landing or on the ground?)
o Still 400Hz. (Constant speed drive, but didn't even got the time to explain this)
· Does a Seneca has a critical engine.?
o No. (Didn't even got the time to explain why:P)
· What is a yaw damper?
o To make coördinated turns and to prevent Dutch roll.
· What is Dutch roll?
o A negative effect of swept wings. Basically when your plane banks to the right, the left wing goes up resulting in a bigger angle of attack. That left wing will stall into the bank making the turn uncoordinated and eventually a roll.
· Name more disadvantages of a swept wing!
o Wing tip stalling, less lift in low speeds(and again he immediatly interrupted me with the next question)
· Ok, how do we counter the effect of low lift?
o Flaps and slats to increase area and camber.
· Ok, how are the flaps operated?
o By 2 hydraulic systems, A and B.
· Ok, how are those systems driven?
o Engine driven and electrically driven.
· What is V2?
o A safe speed for SE operations to reach the screen height. It’s limited by VMCA and VR. (He asked if I knew some other speed) Oh yeah VS of course.
o Ok now he tried to fool me. He said ok. So V2 = 1.2x VMCA and 1.1 Vs. I corrected him and said no, it is 1.1x VMCA and 1.2x Vs. He laughed and continued
These were the questions I heard. Basically I prepared by using 'Ace the Technical pilot interview".
I kinda saw it as the bible and I took it everywhere with me and learned my ass off.
Join Date: Mar 2011
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Sure thing. I got accepted so I can finally breathe again with a normal bloodflow 
I will post my experience and some experiences of my mates.
Personal/HR questions
I will summarize this if you don't mind. Feel free to PM me in order to call/email/skype or whatever.
I was placed with 2 others (there were 7 that day so 2 groups of 2 and one of 3).
Our assessor decided that I would be the first PF and my friend (other Dutch guy) would be my PM.
Basically we got a departure plate 3 hours before the sim session and you get a lot of time to prepare this. I checked every route I could fly and even set some radials just to make it a lot easier.
Your assessor plays ATC. So no questions regarding what to do. Just use normal ATC communication.
ATC: Ok, depart from Rwy and make a right turn to intercept 290 outbound. Cleared to 6000' (trans level).
After this he gave me plenty of time to brief the departure. Setting the communcations, emergency briefing(Before V1 when I call stop you close the levers, after V1 we continue to 400' than state failure bladibla)
Ok, take-off and turn 290 outbound to 6000'. Then when leveled off he asked me to keep the plane steady. He really helped me although I had it under control (annoying if you ask me but ok).
ATC: Make a right turn till advised
Turn right and after approx. 200 degrees he said to increase bank angle to 45 degrees (ignore warning)
This steep turn took 540 degrees and than he asked me to roll out on heading 090.
ATC: Continue directly to NT and your cleared for the ILS/DME/NDB approach
Time to brief the approach and set everything. Easy approach so fast briefing (Jeppessen chart) and done. Overhead NT turn left to intercept.
ATC: Your cleared to land on rwy... (forgot :P)
Land...
Done!
Sorry for the bad writing, but Im at work and can't really focus :P
I will post my experience and some experiences of my mates. Personal/HR questions
- How did you got into flying?
- What is your backup plan when you lose your medical tomorrow
- What is your current job. Do you like it? Do you have a term to break the contract(sorry for the bad explanation)
- What did you like about your course. What did you dislike
- What do you think is the most important part from the MCC
- Why do you want to fly for Ryanair
- Did you apply to other airlines
- What do you know about Ryanair
- What are your weaknesses/strengths
- How did you finance your training. How are you going to finance your TQ
- How would you react to a younger captain
- How would you confront a captain who is misbehaving (drunk, making bad decisions)
I will summarize this if you don't mind. Feel free to PM me in order to call/email/skype or whatever.
I was placed with 2 others (there were 7 that day so 2 groups of 2 and one of 3).
Our assessor decided that I would be the first PF and my friend (other Dutch guy) would be my PM.
Basically we got a departure plate 3 hours before the sim session and you get a lot of time to prepare this. I checked every route I could fly and even set some radials just to make it a lot easier.
Your assessor plays ATC. So no questions regarding what to do. Just use normal ATC communication.
ATC: Ok, depart from Rwy and make a right turn to intercept 290 outbound. Cleared to 6000' (trans level).
After this he gave me plenty of time to brief the departure. Setting the communcations, emergency briefing(Before V1 when I call stop you close the levers, after V1 we continue to 400' than state failure bladibla)
Ok, take-off and turn 290 outbound to 6000'. Then when leveled off he asked me to keep the plane steady. He really helped me although I had it under control (annoying if you ask me but ok).
ATC: Make a right turn till advised
Turn right and after approx. 200 degrees he said to increase bank angle to 45 degrees (ignore warning)
This steep turn took 540 degrees and than he asked me to roll out on heading 090.
ATC: Continue directly to NT and your cleared for the ILS/DME/NDB approach
Time to brief the approach and set everything. Easy approach so fast briefing (Jeppessen chart) and done. Overhead NT turn left to intercept.
ATC: Your cleared to land on rwy... (forgot :P)
Land...
Done!
Sorry for the bad writing, but Im at work and can't really focus :P
Join Date: Feb 2011
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Hi everyone, I just recieved a mail from CAE requesting my CV and some more information...how long do they take to call you?? Do they make you any question (technical) during the call?
Thanks for the info!
Happy landings
Thanks for the info!
Happy landings
Join Date: Jan 2009
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i just noticed liveview 2 threads above said HAPPY LANDINGS that might be the case until you get off the plane and then face reality with fr staff.flying is good but rest not so good.for example guys getting new base after training new apartment etc thinking all going well then get a phone call or check roster and see that they have been asighned a new base . its great getting your first job but be aware of what can happen here