Ryanair Interview and Sim Assessment (merged)

[skyflyer737]

I was asked nothing at all about previously flown aircraft which for me was the Seneca. I swotted up on it for a few days before but nothing came up!

The met and air law questions were not too hard - just basic stuff which to be honest any wannabe airline pilot with a CPL/IR should know. Examples were "Describe radiation fog", "Decode the following TAF/METAR..." "What does the following mean on a synoptic weather chart..." (showing a cold front). "Which way is the front moving?" etc etc.

Air Law questions were based around a Jeppesen approach plate asking the radius of the MSA circle on the chart, altimeter setting procedures, differences between DA and MDA etc.

The information given to me prior to the assessment said nothing about the SID to be flown. It just said there would be a PF and PNF sim check and a 45 min interview on previous aircraft flown and a 45 min interview on general HR style questions such as your suitability to fit into the company etc.

Going back to the met questions etc, they aren't looking for 100% knowledge as I did get a couple wrong and didn't know the answer to another one. Also in the sim check they aren't looking for perfection. I was a bit unsteady in the first 5 or 10 mins but they are looking for improvement throughout your 45 mins of handling I guess.

[mcflight]

skyflyer737
Thank you for your information, by the way on which simulator did you do your assessment the 73-200 or the 800??

[Crashlanding]

I would have thought he did it on the 200 since it appears only those from the (27th of march) onwards who are on the 800 like me, im surprised no one wants to have a bash on a 800 sim with me since the cost of one is through the roof.

[Polarhero]

Sounds about just about the same in the sim for me, CPT3B sid, engine fire, then a few steep turns and then vectors back to the NBD app rw 26 at Luton.

As for the questions bit about yourself then a carb icing one, then swept wing advantages and disadvantages, then one on the 2 stroke engine and how it works (don't ask me why) and finally one on MEL's.

Said they would let us know by Monday, but email to say no that night.

But the strangest thing is they then called me a few days later and asked if want to do another assessment, again in Dublin.
Told them they had just turned me down but they did not seamed to care.

So off to Dublin again this time they have sent a full assessment briefing pack.

One thing about the sim to be careful with, in the brief we were told to do touch drills only, then in the interview they asked why i didn't close the thrust lever and shut off the fuel etc. So might be worth asking at the time if they want the full drill or not.

This by the way was in the -200 at Dublin.

And if anyone want the briefing pack for the new assessment let me know as it looks like its not at Luton anymore, Leeds, Liverpool and Prestwick now.

[skyflyer737]

I did my sim assessment at East Mids on the 737-200. They said that everyone from the end of Feb onwards would be on the -800 though.

The Dublin assessment with touch drills etc sounds a lot more complicated than the East Mids one. In that one we had no emergencies or failures at all.

I guess it's just the luck of the draw on which assessor you get.

I also heard some people had 2 / 4 stroke engine questions and swept wing questions.

I also know someone who failed the East Mids interview and then was called for a Dublin assessment and passed, so if anyone doesn't get through at EMA it's not the end of the world!

[fred flintstone1]

Dublin Assessment

Hi,

I have my Assesment on the 1st of March in Dublin can anyone help me out? What is the profile and what kind of questions do you get?



thanks

[Polarhero]

Ryanair Brief

For all the people that want the Briefing for the -200 at Dublin.

I have just cut the plates from the end as the are poor quality and the intro and directions.


The simulator assessment will entail the following:-


Group Briefing:-
Prior to the simulator detail a group briefing of all candidates that day will be conducted. Crews will be paired for the simulator assessment at this stage. Your assessor (check pilot) will be present to answer questions or clarify anything relating to the simulator detail. It will be assumed you have studied this briefing document in detail beforehand.
The simulator is available for a four (4) hour period. Two candidates will be assessed at a time, so you may have to wait a while after the group briefing to be assessed in the simulator.


The Simulator
The simulator detail will be flown from either Liverpool UK (EGGP/LPL), Leeds Bradford UK (EGNM/LBA) or Glasgow Prestwick UK (EGPK/PIK)airports. The Jeppesen navigation and approach plates you require are attached below. However the appropriate plates will be provided to you on the day.


The simulator is a Boeing 737-200. However you are not expected to know anything about the aircraft or it’s procedures.


The primary instruments are:-

• Airspeed Indicator (top left). Round dial format. The V speeds will be set for you to V1, Vr (rotate), V2 and 170 knots (134/5/145/170 knots respectively).
• Attitude Indicator (top centre). NOTE: the bank angle indicator (‘sky pointer’) at the top of the instrument moves in the opposite direction to the aircraft symbol. If this is not the format you are familiar with please mention it at the briefing.
• Altimeter (top right). Round dial format. The QNH will be set for you.
• RMI (Radio Magnetic Indicator) (bottom left). The RMI has two indicator needles which may be manually selected to VOR or ADF mode. The left selector is for VOR1/ADF1 and the right for VOR2/ADF2. You will be shown how to switch between them.
• DME (Distance Measuring) indication. The left is connected to NAV 1 and right to NAV 2.
• HSI (Horizontal Situation Indicator) (bottom centre). The instrument has a course selector function. The left (no.1) HSI is connected to NAV 1 (left) and the right HSI is connected to NAV 2. It has an integral localiser and glide slope indication.
• VSI (Vertical Speed Indicator) (bottom right). Round dial format. Standard instrument.

Pre-flight:-
You may fly the simulator detail from the left or right seat. This is your choice. In the simulator the assessor will sit behind you at the instructor’s panel. You will operate as Pilot Flying (PF) and also as Pilot Monitoring (PM) (i.e. Pilot Not Flying) during the detail.

When Pilot Flying assume you are Captain of the aircraft.
This is important.

The aircraft will be positioned on the runway threshold

• with the engines running,
• Flaps 5o selected (Take off Flap setting)
• All pre-flight checks completed (i.e. the assessor will take responsibility for these checks).

However, prior to take off, the PF will need to brief the PM. This briefing should include the following:-

• the departure clearance received, including the indicator selection on the RMI (VOR or ADF needles selected) (see below) and the cleared altitude. This altitude is set in the altitude selector, ahead of the Trust Levers. This will be shown to you if required.
• the Thrust Lever (Throttles) handling procedure on take-off (who sets the thrust and who handles the Thrust Levers on take-off). Please brief whatever you are comfortable with or what you were taught in your MCC course.
• The Vertical profile and speeds to be flown (see below).

Once in the simulator the assessor will ‘act’ as an ‘Air Traffic Controller’ (ATC), Cabin Crew/Attendant. They will issue you with all ATC instructions. These must be ‘read back’ by the PM. Treat the ATC instructions as you would real flight/aircraft.


Take-off (F5o) and Initial climb to Flaps up (F0o) – Pilot Flying
The take off and initial climb will be flown manually (NO autopilot, NO auto throttle No Flight Directors).
You can expect a departure clearance ‘climb on runway heading’ to a cleared altitude/flight level. The primary thrust setting instrument is the EPR (Engine Pressure Ratio). The target EPR will be set on the instrument for you (2.10EPR). It is the top instrument on the engine instrument panel, located ahead of the thrust levers.


To commence Takeoff

• advance the Thrust Levers to the 12o clock position and pause
• allow the engines stabilise at this thrust setting (about 3 seconds) then
• set the thrust as per your brief to your colleague, above.
• Look out the window and steer the aircraft down the runway with the rudder pedals. They are quite heavy so your inputs will need to be smooth but firm.
• The rudder is only used on the ground for take-off and landing. It is not used in the air, except in an engine fail situation. Avoid the temptation to use rudder in the air, like on a small aircraft. In the air you will rapidly induce ‘dutch roll’

The sequence of events and calls on take-off will be

• the PM will call the speeds (‘Vee One’ and ‘Rotate’).
• At the call ‘Rotate’, rotate the aircraft gently but firmly to an initial attitude of 17o up then fly 170 knots.
• Next call for ‘Gear Up’. The PM will select Gear to up. To do this pull the lever out and then up.
• Maintain 170knots until 3,000 feet agl. This is important.
• At 1500 feet agl. call for ‘Climb Thrust/Power’. The PM will manually set climb thrust of 1.90 EPR for you. You should keep both hands on the control column until the Flaps are up (F0o). Maintain 170 knots.
• At 3000 feet agl lower the pitch to 10o and accelerate to 220 knots.
• Do Not Accelerate above 220 Knots unless advised otherwise. This is the maximum allowed airspeed.
• At 170 knots call for ‘Flaps one’ (F1o)
• At 190 knots call for ‘Flaps up’ (F0o).
• Once you call for ‘Flaps up’ you are responsible for setting thrust. In other words you handle the Thrust Levers for the remaining detail.

Ensure you do not let the speed accelerate above 220 knots unless cleared otherwise. This will require a significant thrust/power reduction by you on levelling off. The target EPR is ~ 1.25EPR.

You, the Pilot Flying, are responsible for the setting the thrust
once the Flaps are up

The aircraft has an electric (stabiliser) trim operated by a ‘thumb’ switch on the control column. It is quite powerful, so use only in short ‘bursts’ or ‘bleeps’.


Once the aircraft is ‘clean’ and flying level the assessor will issue further instructions.


The assessor will now give you some climbs, turns and/or descents to allow you familiarise yourself with the characteristics of the aircraft. Be aware the aircraft has the following pitch characteristics:-

• ‘Pitch & Power’. The Boeing 737-200 has under-wing mounted engines. This means when thrust is increased the aircraft will pitch up noticeably and vice versa. Ensure every time you change thrust you correct for this pitch tendency and re-trim the aircraft
• ‘Pitch & Speed’. The swept wing characteristics of the aircraft mean that as the aircraft accelerates it pitches up. When you slow up the aircraft it will pitch down. Ensure every time you change airspeed you correct for this pitch tendency and re-trim the aircraft

Next the assessor will put you through some ‘upper air exercises’ which are intended to assess the following:-

•  
  1. aircraft handling - general
  2. instrument scan
  3. hand eye co-ordination
  4. spatial orientation (horizontal & vertical)
  5. decision making
  6. CRM (Crew Resource Management) skills
  7. general flight deck management
  8. English language proficiency

These exercises will include a ‘Non Normal’ or ‘Emergency’ situation. You will be expected to operate as a two man crew (as you were taught in MCC training). Treat this situation as if it were a real aircraft and ensure you apply yourself accordingly, whether you are the Pilot Flying or the Pilot Monitoring. Call for the appropriate checklist applicable to your aircraft. Once you do this the assessor will facilitate as required, but you need to call for it.
We are obliged under JAR-FCL regulations to ensure pilots have English Language Proficiency ICAO Level 4 (refer - Appendix 1 to JAR-FCL 1.200). This will primarily be done during this exercise, so ensure you brief all parties comprehensively (ATC, Cabin Crew, your colleague etc.). If you are the Pilot Monitoring ensure you apply good MCC & CRM principles. You will be assessed in your Pilot Monitoring duties.


Once this exercise is complete the assessor will intervene and ‘return’ the aircraft to normal operation.


Following this phase of the detail the assessor will ‘freeze’ the simulator and ask you to

• Set the Approach speeds. The Landing Flap is Flaps 30o. The Vref (reference) and Vfly speeds are 135/140 knots respectively.
• Brief an arrival (STAR) to a procedural Non Precision Approach (two engines, Autopilot OFF, Flight Director OFF). You will be responsible for briefing the approach, setting the navigation aids and course selections on the HSI and the selections on the RMI.

Approach
The Flap & Landing Gear schedule for the approach is as follows:-

• Minimum clean speed is 210 knots. The thrust setting required in level flight is roughly 1.25EPR. At this speed call for ‘Flaps one’ (Flaps 1o). Fly 190 knots minimum.
• Flaps 1o minimum speed is 190 knots. At this speed call for ‘Flaps five’ (Flaps 5o). Fly 170 knots minimum.
• Flaps 5o minimum speed is 170 knots. Fly the initial and intermediate approach at Flaps 5o and 170 knots minimum.
• At 2 dots fly up on the Glide slope call for ‘Landing Gear Down, Flaps Fifteen’ (LG, Flaps 15o). Fly 150 knots minimum.
• At ˝ (half) dot fly up, call for ‘Flaps Thirty’ (Flaps 30o). Fly 140knots. This is the final approach fly speed. The thrust setting required on Glide slope intercept is roughly 1.30EPR.

In Summary:-
Flaps / Fly speed minimum / ‘Call for’

F0 / 210 kts. / F1
F1 / 190 kts. / F5
F5 / 170 kts. LG, / F15
LG/F15 / 150 kts. / F30
LG/F30 / 140 kts. / -------



There will no need to do descent, approach or landing checklists during the detail. However you will be responsible for selecting the correct navigation aids and course indication on the HSI. There is no requirement to identify (Morse code) the navigation aids.


Landing
The approach will culminate with a Landing or Go-around (Missed Approach). Once ‘visual’ ensure you maintain a stable approach. In general little will need to change, so avoid the temptation to over-control and de-stabilise the aircraft. Maintain correct speed, the runway centreline and the vertical path (PAPI’s/Glideslope). In summary you will need to ‘look out’ as well as ‘look in’.
Crossing the threshold ensure you look down the runway to allow your peripheral vision determine your height above the runway. At approximately 20 feet gently pitch up a couple of degrees and close the Thrust Levers. The aircraft should ‘sink’ nicely onto the runway. Smooth landings are NOT a criteria of the assessment. The requirement is to be

• on the runway centre line
• wings level
• within the touchdown zone
• at the correct speed and with the
• vertical speed under control.

Once you land the aircraft, stop on the runway centreline. Use the Rudder Pedals to steer and the toe brakes to stop. Use Reverse Thrust if you are familiar with it. However this is not compulsory. The detail is now finished.


Go around (Missed Approach)
Should you not become ‘visual’ by MDA or should the approach become de-stabilised at any point you must Go-around. This will be your decision, so good airmanship and decision making processes are necessary. Avoid the temptation to ‘press on’ with an approach when a Go-around is a better option.


Should you decide to Go-around:-

• Call ‘Go-around, Flaps Fifteen’ (GA, F15o). The PM will select the Flaps to 15o
• Push the Thrust Levers towards maximum thrust (full arm length action required on the Thrust levers).
• Then immediately put both hands on the control column. The PM will set the Thrust to 1.90 EPR.
• Pitch up and fly 140 knots minimum. (VflyF30o=V2 F15o). On a Boeing “the speed you fly in is the speed you fly out” (assuming Flaps are re-configured)
• Next call ‘Gear Up’. The PM will select the Gear up.
• Maintain 140knots & F15o until levelling off. The Flap retraction schedule is the opposite to the extension schedule (above)…..at 150 knots call ‘Flaps 5o’…at 170 knots, call ‘Flaps 1’o and at 190 knots call ‘Flaps up’.
• Fly 220 knots maximum unless advised otherwise.

Remember, once you call for ‘Flaps up’ you are responsible for the Thrust Levers.


The Go-around is complete when the flaps are up and the aircraft is stabilised in level flight at 220 knots. The detail will either finish at this point or the assessor will advise you to fly another approach.

[Crashlanding]

And for the -800 the same as last post but in the notes I have sai

AUTOPILOT ENGAGED
Folloing this phase of the detail the assessor will invite you to engage the autopilot. Approach speeds will be set once the autopilot is engaged. Landing Flap is 30. The Vref.....

So you will get on the approach to land AUTOPILOT on the 737 -800, Autopilot ON, Flight Director ON, Auto throttle OFF.

The rest of the profile is the same as last post bar the AUTOPILOT part for approach.

[Diogo]

This will primarily be done during this exercise, so ensure you brief all parties comprehensively (ATC, Cabin Crew, your colleague etc.).

When and what kind of briefing are we expected to give in this situation?

[mcflight]

Diogo,

I imagine this will be done as on the mcc, finish your memory items/your emergency actions and when everything is under control brief.
When are you going to east midlands?

[Diogo]

I see..But I don't think we are briefed on the emergency procedure beforehand..I already received the pre-sim briefing and there wasn't any kind of mention to the Emergency situation that we are going to be faced with

I'm going on March 9th and you?

[mcflight]

Well maby they give it on the day of the assessment, im going the 20th

[Myster Mask]

Incoherence in speeds

Hello,
I noticed something which lloks strange to me in the speeds associated with flaps:

Flaps / Fly speed minimum / ‘Call for’

F0 / 210 kts. / F1
F1 / 190 kts. / F5
F5 / 170 kts. LG, / F15
LG/F15 / 150 kts. / F30
LG/F30 / 140 kts. / -------

this means minimum speed for flaps 5° is 170kt. OK.

But in the go-around procedure, they say:

Maintain 140knots & F15o until levelling off. The Flap retraction schedule is the opposite to the extension schedule (above)…..at 150 knots call ‘Flaps 5o’…at 170 knots, call ‘Flaps 1’o and at 190 knots call ‘Flaps up’.

They call Flaps 5° at 150kt, under the flaps-5°-minimum-speed!

Where is the truth? What should be done?

[Turkish777]

CAE SSTR/FR Requirements

Hello All

Just a quicky....

On the CAE web page it has the necessary requirements in order to enroll for the Ryan Air Scam..Scheme I mean ...and one mentioned is obviously a valid multi-engine instrument rating. Now here is the question, my MEP expired December just gone but my ME IR is valid until June 2007. Does this mean that I am still allowed to apply? Or does this mean my ME privileges are not valid but the IR is??? I’ve tried ringing the CAA several times but each time I was left on hold too long consequently eating my credit up...Any advice would be appreciated.

Cheers

[shabo8]

Hi Turkish

Unless the website specifically asks for a valid MEP rating which i doubt then ur fine. All they are interested in is a valid ME IR which will become a MPA( Multi Pilot Aeroplane) IR upon completion of your type rating.

Just be careful though as you say yours expires in June 2007. You need it to be valid to start the type rating obviously. However if it expires during the duration of the course you won't be required to do the renewal. I had the same issues last year before starting my tr but thankfully I was fine.

Best of Luck

[Willing to sell soul]

Turkish,

I can also confirm that you don't need to worry about the MEP rating for the Ryanair application. I renewed my IR in January on an FNPTII and have been invited to the EMA assessment in March.

All the best!

WTSS

[virtualaviation]

Ryanair Training Centre Telephone Number?

Does anyone have the telephone number for the Ryanair Training Centre at East Midlands?

Also, I'm wondering if Ryanair anyone knows whether Ryanair have started using the 737-800 simulator for assessments, instead of the old 737-200? If so, I wonder if it's a permanent change, or just temporary?

I'm just wondering because we're starting to get regular calls from Ryanair candidates regarding 737-800 simulator practice.

[Diogo]

References for Ryanair

Anyone know in what format references must be supplied to Ryanair? Do they require a recommendation letter or is the reference's contact simply enough?

Thank you

[Willing to sell soul]

References

Hi Diogo,

I asked the guys at EMA and was told to bring the details of one work and one personal reference, who will be contacted in due course, if you pass selection.

All the best!

WTSS

[Willing to sell soul]

Realsimulation 737-200 Sim Yorkshire

Does anyone have any feedback, positive or negative on the 737-200 sim and preparation course at Realsimulation?

Cheers,
WTSS