Ryanair Interview and Sim Assessment (merged)
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Ssdk, while I'm glad you are keeping your credit score strong, I'm actually seriously curious what hotel and "weird" expenses you would incur and be responsible for yourself as a result of company service?
Join Date: Aug 2011
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Well, you pay for your own hotels during training, Sims, flying out of base etc.
The only time they pay for the hotel, is when you divert!
As to the "weird" expenses: Paying for an ID that you will only be using once during the base-training. Paying for your ID at all. uniform - also for tailoring new stripes on. all bus, taxi and transportation fees regarding positioning on the ground for SIMs, out of base flying etc.
As I said, you will be paying for everything yourself. Even your SIM training for OPC's LPC's and so on.
If it's not something you can accept, RYR is not for you.
You sound somewhat sceptic. I'm only trying to paint a realistic picture of RYR as a workplace for the new guys.
The only time they pay for the hotel, is when you divert!
As to the "weird" expenses: Paying for an ID that you will only be using once during the base-training. Paying for your ID at all. uniform - also for tailoring new stripes on. all bus, taxi and transportation fees regarding positioning on the ground for SIMs, out of base flying etc.
As I said, you will be paying for everything yourself. Even your SIM training for OPC's LPC's and so on.
If it's not something you can accept, RYR is not for you.
You sound somewhat sceptic. I'm only trying to paint a realistic picture of RYR as a workplace for the new guys.
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Well, it's hard not to agree really.
In RYR, you have your own little company, who provides it's services to the airline. That's why everything is payed by pilot.
Things get a little better on the RYR contract, but then you will have to accept a huge paycut instead.
Only upside of it all is that you can claim all your expenses in your company, which makes up for it a bit. But still.......
In RYR, you have your own little company, who provides it's services to the airline. That's why everything is payed by pilot.
Things get a little better on the RYR contract, but then you will have to accept a huge paycut instead.
Only upside of it all is that you can claim all your expenses in your company, which makes up for it a bit. But still.......
Join Date: Nov 2013
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Got a Call from CAE today. She asked me about my exams, and i managed to tell her that I failed on 3 subjects, even though I failed at 4
(all passed on 1 extra sitting) Should I send a mail to CAE? Do they check this on the interview?
Anyone who have heard about Ryanair's exam policy lately?
At least I did'nt get blown of at the phone. She told me at the end that she would discuss Our phone interview With Ryanair...
(all passed on 1 extra sitting) Should I send a mail to CAE? Do they check this on the interview?Anyone who have heard about Ryanair's exam policy lately?
At least I did'nt get blown of at the phone. She told me at the end that she would discuss Our phone interview With Ryanair...
Last edited by RWY37; 9th Dec 2013 at 12:39.
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Sim Assesments December
Hey Vasterlund
Any news from your assessment yet? I did mine on the 4th of December and no news as yet (can't say I'm expecting anything anytime soon to be honest!).
Any news from your assessment yet? I did mine on the 4th of December and no news as yet (can't say I'm expecting anything anytime soon to be honest!).
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G/A Procedure
ok guys, i'm not an expert about jets but i know how rapidly they can climb after a go around.
assuming a missed apch alt of 4000 ft
how can i maintain flaps 15 before level off ? assuming a rate of climb of at least 3000 ft/min i would start to put some nose down at 3700 ft and since i cannot handle the throttles until flaps are up the aircraft would start to accelerate like rocket. and the first flaps retraction speed to flaps 5 is JUST 150 KTS
i already imagine myself to call for bug up speed and retracting flaps to 5 well before 4000 ft.
how did you handle a go around ?
THX for your feedback
assuming a missed apch alt of 4000 ft
how can i maintain flaps 15 before level off ? assuming a rate of climb of at least 3000 ft/min i would start to put some nose down at 3700 ft and since i cannot handle the throttles until flaps are up the aircraft would start to accelerate like rocket. and the first flaps retraction speed to flaps 5 is JUST 150 KTS
i already imagine myself to call for bug up speed and retracting flaps to 5 well before 4000 ft.
how did you handle a go around ?
THX for your feedback
Last edited by A320_Lover; 10th Dec 2013 at 14:34.
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the briefing pack says that PF is responsible for throttle management from the time you call FLAPS UP. during the climb-out phase after a G/A the N1 is set to 90% and should not be touched until flaps up call is made.
this is done at 190 kts and from that point you can reduce power to maintain the up speed.
it is also specified that flaps should remain at 15 degrees until level off.
SOOOO, until level off and speed not below 190 knots the PF shouldn't reduce thrust.
this is why i said i cannot handle throttles before flaps retraction.
this is done at 190 kts and from that point you can reduce power to maintain the up speed.
it is also specified that flaps should remain at 15 degrees until level off.
SOOOO, until level off and speed not below 190 knots the PF shouldn't reduce thrust.
this is why i said i cannot handle throttles before flaps retraction.
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A320_lover, you are completely correct in regards to having your hands off the levers until flaps up call. But are you sure it says to maintain F15 until level off? We definitely do not do that in real life. We normally take F5 after a roll mode selected (400ft AGL assuming go around from minimums, and then F1 and UP on schedule.
Can you quote the text you are reading from?
Can you quote the text you are reading from?
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In the briefing pack is reported: Mantain F15 until levelling off. The Flap retraction is the opposite to the extension schedule...at 150 knots call Flaps 5...at 170 knots, call Flaps 1 and at 190 knots call Flaps up.
On calling Flaps up you have responsibility for the Thrust levers.
4000 ft is your stop altitude? At 4000 your speed increases and you start to "clean" the aircraft on schedule. Tell me where is the problem
It's correct that in real life is different of course, but for example during my interview we retracted the flaps in different manner as described in the briefing pack.
On calling Flaps up you have responsibility for the Thrust levers.
4000 ft is your stop altitude? At 4000 your speed increases and you start to "clean" the aircraft on schedule. Tell me where is the problem
It's correct that in real life is different of course, but for example during my interview we retracted the flaps in different manner as described in the briefing pack.
Last edited by ValePilot; 10th Dec 2013 at 19:29.
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after G/A you get something like 3000 ft/min or even more.
If i want to stop at 4000 ft and level off at this altitude with that rate of climb i would need to start levelling off several hundreds of feet before 4000.
if i do that without the possibility to retard the throttles (because flaps are still extended) the aircraft will accelerate and i'll meet the flaps retraction speed before being stable at 4000 ft.
Meeting flaps retraction speeds i'm then forced to call BUG UP before reaching 4000 ft.
as you can see i'm breaking the rule "Mantain F15 until levelling off". That is what i was asking for and it's not really a problem for me.
mo hai capito ?
If i want to stop at 4000 ft and level off at this altitude with that rate of climb i would need to start levelling off several hundreds of feet before 4000.
if i do that without the possibility to retard the throttles (because flaps are still extended) the aircraft will accelerate and i'll meet the flaps retraction speed before being stable at 4000 ft.
Meeting flaps retraction speeds i'm then forced to call BUG UP before reaching 4000 ft.
as you can see i'm breaking the rule "Mantain F15 until levelling off". That is what i was asking for and it's not really a problem for me.
mo hai capito ?