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Ryanair Interview and Sim Assessment (merged)

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Ryanair Interview and Sim Assessment (merged)

Old 15th Feb 2007, 08:48
  #381 (permalink)  
 
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Nav setup for CPT 3B

Hi

I assume that PF is placed in the right side of the cockpit for the assessment.
How is the nav setup for the Cpt3b departure?
I guess that whatever you set in Nav1 will appear at the RMI and vice versa.
Thanks!
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Old 15th Feb 2007, 13:57
  #382 (permalink)  
 
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Has anyone failed the Ryanair (CAE/SAS) type rating?

Hi all,

I have been invited to the Ryanair assessment day at EMA in March and just wondered if anyone had got through selection but failed the TR , or if you passed the TR and not gained employment with Ryanair? Would be interested to hear about your experiences.

I know there are some large threads on Ryanair (I've been through them!) and I appreciate people might be reluctant to admit not getting through, but it would give other wannabees a clearer picture of the potential pitfalls etc.

Thanks in advance,

WTSS
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Old 15th Feb 2007, 16:00
  #383 (permalink)  
 
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Any high hour pilot been to an interview at East Midlands lately.
Would like to talk to you Ė just to get some gen !!!!
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Old 15th Feb 2007, 16:06
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Any high hour pilot been to an interview at East Midlands lately.
Would like to talk to you Ė just to get some gen !!!!
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Old 15th Feb 2007, 16:12
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Hi,
Did anyone get email from CAE to update CV after 24th Jan? and waiting for call from ryanair for assessment?
gone quite after 24th Jan.

Regards,
Cessna310
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Old 15th Feb 2007, 17:38
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cessna 310,
Still waiting as well!!!!
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Old 15th Feb 2007, 20:40
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Dont know if it helps cessna310 and USE THE RUDDERS but i sent my reply off to CAE on the 24 and got an email back on the 8th with a choice of 2 dates the 23 or the 28 of march in Dublin.


flying on empty

anyone with any tips who has done the assessment !?!?!?
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Old 15th Feb 2007, 21:00
  #388 (permalink)  
 
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I did my MCC on the 200 but have assessment on the 800 at EMA. Any tips on the differences between the 2 types?
Thanks in advance
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Old 15th Feb 2007, 21:15
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In terms of how they fly, the transition won't be too difficult as long as you can handle the glass cockpit in the 800. Generally speaking, I've found you have to be a little lighter on most of the flight controls compared to the 200, but heavier on the rudder. Other than that, it's not too much of a transition from 2 to 8. On the other hand, I've seen 800 pilots who can't handle the 200 sims to save their lives...

Speaking of 737-200s, that's the 737 variant I'm type rated on. I know that American carriers don't really care what kind of 737 type rating their new hires have, so how strict are the guys at Ryanair about the 800 requirement?

Last edited by thepotato232; 16th Feb 2007 at 06:53.
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Old 15th Feb 2007, 22:17
  #390 (permalink)  
 
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WTSS,
change that username for fe*ks sake, have you no integrity or backbone?
fr prey on the likes of you. Remember that.
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Old 15th Feb 2007, 22:25
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so how strict are the guys at Ryanair about the 800 requirement?
They would rather that newbies are not rated. This is because new pilots are a profit centre, not a cost. The whole idea is to make them pay extortionate amounts to do the TR, fail a number so more can be brought in to the system, then spit them out on the line on an appalling low basic salary. As this exercise is so profitable, far more FOs than needed are taken, thus they do little flying, hence slower to upgrade to ATPL and command. This keeps em cheap and the training revenue flowing in.
By then treating them as badly as they do, many many will leave before their earnings from fr have ever covered their TR costs. Thus each one is not just cost neutral, but a positive profit for fr and they get them to operate flighst into the bargain, thus they undercut the market for FO's that would rather make a profit from working, as opposed to paying for a job.
Its a slippery slope that shows little sign of ending.

I call upon all wannabes to insert the following into their questions about the recruitment process, to show they understand what they are undertaking:

" I am willing to pay ryan for a job, never make money from it, get shafted from day 1, undercut those who wish to get paid to work and contribute not insignificantly to the continuing deterioration of industry T&C's."
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Old 15th Feb 2007, 22:54
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Speaking of 737-200s, that's the 737 variant I'm type rated on. I know that American carriers don't really care what kind of 737 type rating their new hires have, so how strict are the guys at Ryanair about the 800 requirement?
Unless I am very much mistaken, we have here one of those wonderful opportunities for a serious trans-atlantic misunderstanding. Hopefully the following will help.

thepotato232 just to confirm: I presume that you are referring to the fact that some U.S. carriers do not require their co-pilots have a full type -rating for the purposes of performing co-pilot duties?

If so, what you mean is "can a rating on another variant suffice?"

Answer: a full rating on the variant to be flown is a requirement on all types when you have a JAA licence. (This is a FAA - JAA difference - though I stand to be corrected on this by any experts here).

CamelhAir's reply reflects the fact that Ryanair prefer their new low time pilots to have no rating so that they will pay an intermediary training organisation for a B737-800 rating, thereby contributing to Ryanair profits (the mechanism is irrelevant here) and, while these pilots think success will lead to a job with Ryanair, they are incorrect (as is made clear in Ryanair's submission to the SEC). Most do join a line of prospective co-pilots, to be called upon when required. However, their employment is hedged by many more caveats than most realise (until they are in the dodo).
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Old 15th Feb 2007, 23:52
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CamelhAir,

With respect, it's a tongue in cheek user name....chill out!

Unfortuantely, at this point in time it's very much a case of 'if you can't beat 'em, join em'....I have sat with my thumb up my arse, sitting on the moral high ground on Ryanair & SSTR's for a couple of years while people who started training after me have landed ('scuse the pun!) jet jobs because they have done SSTR etc. Apparently, I'm too old, fat and went to the wrong training school to get a job the normal way, so I'm gonna take out a big juicy loan and then get rear ended by Mr O'Leary for a year or two, hopefully then, I'll stroll John Wayne style into a 'proper' airline job.

LOL

WTSS
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Old 16th Feb 2007, 00:32
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****

Dont bring that attitude to your assasment day, you might get a call.
Keep Working.
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Old 16th Feb 2007, 06:04
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Thanks for clearing that up. My only misunderstanding was on how specific the JAA and Ryan were about the 737 type variant. Here in the U.S., I can take my 200 type and go start working for guys like Southwest who exclusively operate the new generation 737s. Evidently I'll have to scrounge my own 800 type to be competitive elsewhere.

I know Ryan's program for low-time new hires is pretty shady (as "cadet" programs often are), but I also know there are people who have avoided that whole mess at the company by coming in with the proper credentials. As I'm currently flying an airline job for no profit, I can relate to the problems people are having with Ryan. Being a low-time pilot sucks, plain and simple. There are several operations like the Ryan new hire in the U.S., but they seem to be more honest about what they're doing.
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Old 16th Feb 2007, 09:12
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WTSS - For what its worth, i did the SSTR route. I secured a position after 6 months with a loco on the 737. All i would say is that having the TR is really on 25% of the battle. Once you start line training, that is where you really sink or swim. Personally, it made the TR a walk in the park. The line training is real airline flying, and for me, i realised very quickly why airlines want experienced people first. You think you know so much, but realise very quickly you know so little. The pace is incredible, and you will be given so many factors that you never even considered in the sim on the TR. ATC, other aircraft, contaminated runways, tech problems, passenger problems, loadsheet problems, overweight on arrival, Low vis ops, manual loadsheets, manual navlogs, horrendous crosswinds.....the list goes on. All 4 of us who started together found it very very hard going. Its a great 'pat on the back' when you get through it, but i would say it is the line training where you will work your hardest and find it the toughest.
When i was doing my TR, there were 2 guys on an Airbus course who got picked up by a loco immediately after finishing. One of them found the line training very very difficult and despite further training sectors ended up handing in his notice. It was just too much for him.

Last edited by avrodamo; 18th Feb 2007 at 07:57.
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Old 16th Feb 2007, 09:32
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"... hopefully then, I'll stroll John Wayne style into a 'proper' airline job."

Well don't be too disappointed a few years down the road when you find out that the 'proper' airline job isn't what it once was as terms and conditions have deteriorated beyond anything that once resembled a 'proper' job!

That aside, interesting thread topic !
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Old 16th Feb 2007, 11:13
  #398 (permalink)  
 
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Guys, come on!! What industry do you think your getting your self into?? TR hard but line training is harder?? Of course it is!! Thatís life,

No doubt that trís hard work, I have seen guys fail, who I considered to be well above my standard. But determination and a good understanding of the job in hand will see you through.

Get a grip stop paying for your TR and look around as many smaller and more interesting operators are out there looking for fo's.
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Old 16th Feb 2007, 11:20
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I fear my tongue in cheek comments have been misinterpreted to a degree. My attitude is actually very professional and diligent.

Worsening T&C's are to some degree a by-product of the Low Cost model and it appears that most other airlines have followed suit in some shape or form, where it is now quite rare to get into the RHS without either having payed for a TR (SSTR or Airline backed), pay for a specialist course (e.g. CTC AQC) or merely pay over the odds for an integrated course which gives you the same licence, but some recruitment assistance (e.g. OAT APP). So I take a pragmatic approach, taking into consideration the current market, my age and personal circumstances. At this point in time and for the foreseeable future, Ryanair is my best bet for a RHS job.

As has been said many times before on this forum, if we could get all wannabees to sign up to a 'we're not paying anymore' charter, great! But that's never going to happen. So each individual has to make their own choice....horses for courses.

I thank all those who have replied so far, and wish everyone well with their endeavours.

Cheers,
WTSS
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Old 16th Feb 2007, 11:56
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Totally agree! Good luck to everyone who has put time and effort into there training. I too once looked at paying for a tr, but I must say that now it is always at the bottom of my list when I start looking for a job.

I think what you have to ask yourself, is what type of flying job do you want and why??

If its airlines why?? What do you know about the job that really wants you to do it??

If its corporate, then same and so on. But I think a lot of you guys and girls come out of oat and the like, and all you see is the airlines. Take a look around, there are plenty of operators out there that pay good money and fly interesting types that will only bond you.

Donít get to blinkered to whatís really going off around you.

Good luck.
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