Ryanair Interview and Sim Assessment (merged)
Join Date: Dec 2004
Location: planet earth
Posts: 196
The point being made is this. I have been flying for over 25 years. Ryan air have been the main culprits in reducing terms and conditions. We are presently in a very unusual position whereby there is a demand for pilots. During this time it is imperative that we look to improve t&c. Many better companies are looking for people give them a try first.
Remember you have made a substantial investment, you need a career which will last 30 years plus. We all understand that you need that first job make it a good one.
Best of luck to you all.
Remember you have made a substantial investment, you need a career which will last 30 years plus. We all understand that you need that first job make it a good one.
Best of luck to you all.
Join Date: Aug 2017
Location: The moon
Posts: 14
Originally Posted by femalepilot98
FD were used on the initial climb out of the SID, but once you'd levelled off the assessor asks you to switch them off and you don't use them after that point.
Another quick question, when you press toga in take off do the levers move themselves like in reality?
Cheer
Join Date: Mar 2015
Location: Somerset
Posts: 4
Power levers move automatically. In the sim, just brief who will guard them and keep their hand on them up to V1. Nothing needs adjusting until you call for climb thrust at which point autothrottle is disconnected.
Join Date: May 2015
Location: thessaloniki- Greece
Posts: 30
Originally Posted by Skipname
Discouraging people from joining Ryanair does a lot more good for the long term than just set a "bad mood". How are the crew that are fighting for better T&C gonna succeed in their pursuit if people such as yourself are so eager to accept the crappy deal that Ryanair is giving out?
Join Date: Aug 2017
Location: The moon
Posts: 14
Originally Posted by femalepilot98
Power levers move automatically. In the sim, just brief who will guard them and keep their hand on them up to V1. Nothing needs adjusting until you call for climb thrust at which point autothrottle is disconnected.
Join Date: Oct 2017
Location: Somewhere
Posts: 8
Sharing is caring. Reports from this forum helped me a lot. Therefore I'll share my 2 cents.
APPLICATION
Applied in November. Email one month later. Call few days later, confirmation of the IR rating expiry date, how many resits at the CAA etc and an invitation for the January assessment in Dublin. Be prepared that you have to pay the 350 EUR for the assessment by the next morning and also fill out a small XLS file with your data and send it over via email. But no big deal.
ACCOMODATION
I recommend the Travelodge Dublin Airport North Swords. It’s situated right next to the FR HQ and offers a decent money – value ratio. The bed it comfortable, the pillows are small and firm and on the contrary to other hotels in Ireland I slept in the heating works great. I paid 61 EUR per night including breakfast. Book directly via Travelodge website – it’s cheaper than via booking.com.
THE ASSESMENT DAY
Got up at 6:20, had a shower, dressed up and at 7 AM went to the hotel restaurant to get the breakfast. The Ryanair building was just 5 minutes away, it's literally round the corner. I arrived at 7:45 and joined the other guys at the reception. At 8:00 we were picked up by the assessor (experienced FR pilot, around 65 years old) who showed us around. He showed us a cafeteria where we could later have a sandwich for lunch. We went to the first floor, went through a large open space office into the room with the simulator. There are 2 relatively small rooms next to it. One of which had a TV screen and was used for the initial presentation and the latter was used for interviews.
At the beginning the assessor selected the crews. It was basically in the way how we came into the room and sat - i.e. random, although he asked everyone whether they had an experience with the 737 from the MCC course and tried to put at least one person with a 737 experience into a crew (he made a few swaps).
After the crews were selected, the assessor told us to give him the original signed form (part of the briefing pack) and the copies of all remaining documents from the list. After that the approximately 40 minutes’ long presentation started. It was a basic summary of the briefing pack - no new information. He also gave us the charts NAVTECH charts of East Midlands containing in total 3 charts: East Midlands SID for Rwy 27, ILS 27 and NDB 27. Charts were printed on one A4 paper, double sided (2 charts on 1 page, landscape).
Our call sign was Ryanair 737. We got the ATIS: Rwy in use 27, wind 300/10, visibility 8 km, overcast 800 ft, temperature 15, Q1013.
And clearance: SID Trent 2N, climb to non-standard 5000 feet (standard is 6000), squawk 2345.
We were told that the weather won't change anyhow during the assessment.
After that we were told which crews go first. There were 2 crews being assessed in the morning (one crew did the interview, the other did the simulator and vice versa). After a lunch break it was the turn of the rest of the crews. The assessor asked us whether there was someone to catch a flight a and that everyone should be done by 15 o'clock latest. The morning crews even by 12 o'clock. Therefore, it's definitely feasible to fly home on the same day.
SIMULATOR
Anyway, I was in the first crew to fly the simulator. We got approximately 30 minutes for preparation, it was quite quick. After that we went to the simulator which was exactly the same as on the video (from the briefing pack). My crew partner volunteered to fly first as PF and chose the right seat to do so (there is a total freedom of choice whether to sit on the left or right). I was therefore the PM sitting on the left.
After we set the seats and the pedals (remember, one's heels need to be on the ground while the rudder pedals are not pushed and although one normally doesn't use the rudder in the air, one always need to guard the rudder pedals). After that the PF asked me to get the weather and clearance. The weather and the clearance were the same as mentioned before.
After that the PF did the briefing, started with the aircraft status, weather, Notams (just said that they were not applicable), SID, throttle handling, discussed possible threats and a basic emergency briefing. After that he told me to do the before take of check list (was done by the assessor) and call ready for departure.
We were cleared for take-off and took off according to the SOPs with flight directors on. At DME 1 we turned right to HDG 299 according to the SID and in the same time set climb thrust 90%. After few seconds the SID was canceled and we were told to proceed on current heading to 5000 feet. We bugged up and retracted flaps according to the schedule.
After that the flight directors were switched off and it was a time for the PF to familiarize with the aircraft. The assessor was really helpful and even helped with the correct thrust setting. Few normal turns, slow down to 170 kts with flaps 5 and then descent on idle thrust to 2000 feet while keeping the 170 kts. After that he froze the simulator and asked where we were. Each of use had to independently point on his chart. The rear of the ADF needle showed QDR 060 from the EME NDB and the distance from the ILS DME was around 10 NM. It was not difficult to find out that we were close to the Nottingham airport (EGBN). What followed was position freeze, my controls as the PM and an approach preparation by the pilot flying. The assessor later even froze the simulator completely for the approach briefing.
After that the PF flew vectors for ILS 27 and landed. Remember: No flaring is needed on this simulator. You can nicely fly with 750 ft/min right into the touch down point. (This was the official instruction from the assessor.) No emergency and the assessor was again very helpful with his advices. Full stop and crew change.
Now it was time for me to be the PF. Also from the right seat. Same weather, clearance and setup. I did the briefing, asked for the before take-off checklist and we were ready for departure.
Take off was according to the SOP with flight directors. Heading 299 and SID canceled and I was told to maintain heading and climb to 5000 feet. Flight directors off. After that some turns, deceleration to 170 kts with flaps 5. Descent to 3000 feet. After that turn to EME NDB for the procedural ILS 27. It was my choice to either do one round in the holding as the standard procedure prescribes or to use the alternative procedure (base turn). I opted for the alternative. In this moment the simulator was frozen so I could do the approach setup and briefing. We were above the airport, heading 090 directly to EME. I setup the aircraft and did the approach briefing. As we were about to unfreeze the simulator, we got a call from the cabin - sick passenger, no doctor on board. I told the number 1 to standby and help the passenger, I would call back shortly. The simulator was still frozen and we did the DODAR. Diagnose was clear, Options were either to accelerate so we land quicker or fly the normal approach speed. We quickly decided that we continue with the present configuration (170 Kts, flaps 5) as any acceleration wouldn't buy as much time and it would present a risk that we might have to go around which would be worse. We Assigned the roles: PM informs the ATC and I do the NITS briefing. And we reviewed it all, nothing to add.
And so we did. I called the number 1 and did the NITS briefing. Nature: Sick passenger Intention: Landing Time: 10 minutes from now which meant 10:25. And as for Specials: we will let the medical team to enter the aircraft first so they can help the passenger.
After that procedural ILS 27, no surprises and a full stop landing. That was the end of the session. Flight time approximately 60 minutes for the both of us, which means roughly 30 minutes each. That was really quick. The assessor was again really helpful.
INTERVIEW
After that my partner went straight to the interview. It took around 25 minutes. After him it was my turn. Present was the assessor from the simulator and one other gentleman from HR. At first some general questions about my life from high school, through the university and the first job. After that some questions on the integrated ATPL course I went to, the pilot school and a document check.
Then some questions on the MEP aircraft I flew with.
- What was its cruising speed? 130 knots.
- How much does it take to fly 20 NM. I said that by 120 knots it would be 2 NM per minute and hence 10 minutes. As we fly 130 knots, it would be approximately 9 minutes.
- What Anti-Icing equipment does the B737 have? Wings leading edge and engines (hot air), Pilot heat and windshield heating - electric.
- What is the V2? Take of safety speed.
- V2 needs to be higher than what? VMCA
- When do you need to reach this speed? At the screen height.
- What is the screen height? It the end of take-off. It's 50 feet for piston aircraft, 35 feet for jet aircraft (dry runway) or 15 feet (wet runway) given there is an engine failure at V1.
- At which point do you need to reach the screen height? If there is a clearway, then at the end of it. If there is no clearway, then at the end of the runway.
- How do you calculate cross wind. The formula says Sine of the wind angle from the aircraft intended path (e.g. Runway heading) x wind speed. Remember Sine for SIDE wind. In reality it's 50% of the wind speed for 30 degrees (Sine 30 deg = 0,5) and roughly 100% for 60 degrees and more.
After that it was the HR guys turn. He asked me why do I wish to join Ryanair. What are my strengths and weaknesses? If I was able to relocate? If I applied to any other airline? If I was willing to pay for the type rating?
At the end it was time for me to ask questions. I asked how much time is it now from the start of the Type rating course to the finish of line training: 6 months.
How is it with the base preference: It is somehow taken into account but no guarantee.
Where does the line training take place: anywhere on the network where they find a free line training captain. It could be at my future base but it could also be anywhere else. Pure chance.
That was it. I was done by 12 o'clock.
I got a positive email few days later.
RECOMMENDATIONS
- Study the Briefing pack they send you. You need to know all the speeds and procedures (it’s not that many!) by heart without any hesitation.
- Go through the procedures from your MCC again and focus on the roles and call outs. As a PM, Monitor the PF very closely but don’t be a dick. Don’t call SPEED 10 times if the PF flies 230 kts instead of 220.
Also don’t try to instruct the guy, you’re not and IP. On the other hand, if you set the flaps and the PF doesn’t say anything about the speed bug, feel free to set it for him. Just say, “I’ll set the speed for you” or so. Be helpful. Don’t do too much but also not too little. Be a team.
- Invest in some B737 FTD or FNPT. I did the FNPT and it was fully sufficient in terms of realism. It is better to fly more hours on the FNPT than less on the slightly more realistic but much more expensive FTD. I did 10 hours in total in the weeks before assessment and had no previous experience with the 737.
- Read this forum - scroll up at least one year back. Read all the tips and reports as well as interview questions and write them down. This helps a lot.
- Ace The Technical Pilot Interview - great book and an excellent source of information. You can download it for free if you google a bit.
- I bought this Assessment guide from Flight Deck Friend. Found it quite usefull.
- One more question I noticed by the other guys. One of them was asked: If there is an ILS approach with a DA of 402 ft and in met report there is an overcast 400 ft, will you probably see the runway? That might be a tricky question for pilots who mostly flew to airports around sea level. The DA is 402 ft AMSL whereas the ceiling in the met report is with the reference to the ground (AGL)! The ILS approach has the highest DH (decision HEIGHT) of 200 ft (cat 1). Given the fact that I'm allowed to descent to 200 ft AGL and the cloud ceiling is at 400 ft AGL, I will most likely be able to see the runway.
APPLICATION
Applied in November. Email one month later. Call few days later, confirmation of the IR rating expiry date, how many resits at the CAA etc and an invitation for the January assessment in Dublin. Be prepared that you have to pay the 350 EUR for the assessment by the next morning and also fill out a small XLS file with your data and send it over via email. But no big deal.
ACCOMODATION
I recommend the Travelodge Dublin Airport North Swords. It’s situated right next to the FR HQ and offers a decent money – value ratio. The bed it comfortable, the pillows are small and firm and on the contrary to other hotels in Ireland I slept in the heating works great. I paid 61 EUR per night including breakfast. Book directly via Travelodge website – it’s cheaper than via booking.com.
THE ASSESMENT DAY
Got up at 6:20, had a shower, dressed up and at 7 AM went to the hotel restaurant to get the breakfast. The Ryanair building was just 5 minutes away, it's literally round the corner. I arrived at 7:45 and joined the other guys at the reception. At 8:00 we were picked up by the assessor (experienced FR pilot, around 65 years old) who showed us around. He showed us a cafeteria where we could later have a sandwich for lunch. We went to the first floor, went through a large open space office into the room with the simulator. There are 2 relatively small rooms next to it. One of which had a TV screen and was used for the initial presentation and the latter was used for interviews.
At the beginning the assessor selected the crews. It was basically in the way how we came into the room and sat - i.e. random, although he asked everyone whether they had an experience with the 737 from the MCC course and tried to put at least one person with a 737 experience into a crew (he made a few swaps).
After the crews were selected, the assessor told us to give him the original signed form (part of the briefing pack) and the copies of all remaining documents from the list. After that the approximately 40 minutes’ long presentation started. It was a basic summary of the briefing pack - no new information. He also gave us the charts NAVTECH charts of East Midlands containing in total 3 charts: East Midlands SID for Rwy 27, ILS 27 and NDB 27. Charts were printed on one A4 paper, double sided (2 charts on 1 page, landscape).
Our call sign was Ryanair 737. We got the ATIS: Rwy in use 27, wind 300/10, visibility 8 km, overcast 800 ft, temperature 15, Q1013.
And clearance: SID Trent 2N, climb to non-standard 5000 feet (standard is 6000), squawk 2345.
We were told that the weather won't change anyhow during the assessment.
After that we were told which crews go first. There were 2 crews being assessed in the morning (one crew did the interview, the other did the simulator and vice versa). After a lunch break it was the turn of the rest of the crews. The assessor asked us whether there was someone to catch a flight a and that everyone should be done by 15 o'clock latest. The morning crews even by 12 o'clock. Therefore, it's definitely feasible to fly home on the same day.
SIMULATOR
Anyway, I was in the first crew to fly the simulator. We got approximately 30 minutes for preparation, it was quite quick. After that we went to the simulator which was exactly the same as on the video (from the briefing pack). My crew partner volunteered to fly first as PF and chose the right seat to do so (there is a total freedom of choice whether to sit on the left or right). I was therefore the PM sitting on the left.
After we set the seats and the pedals (remember, one's heels need to be on the ground while the rudder pedals are not pushed and although one normally doesn't use the rudder in the air, one always need to guard the rudder pedals). After that the PF asked me to get the weather and clearance. The weather and the clearance were the same as mentioned before.
After that the PF did the briefing, started with the aircraft status, weather, Notams (just said that they were not applicable), SID, throttle handling, discussed possible threats and a basic emergency briefing. After that he told me to do the before take of check list (was done by the assessor) and call ready for departure.
We were cleared for take-off and took off according to the SOPs with flight directors on. At DME 1 we turned right to HDG 299 according to the SID and in the same time set climb thrust 90%. After few seconds the SID was canceled and we were told to proceed on current heading to 5000 feet. We bugged up and retracted flaps according to the schedule.
After that the flight directors were switched off and it was a time for the PF to familiarize with the aircraft. The assessor was really helpful and even helped with the correct thrust setting. Few normal turns, slow down to 170 kts with flaps 5 and then descent on idle thrust to 2000 feet while keeping the 170 kts. After that he froze the simulator and asked where we were. Each of use had to independently point on his chart. The rear of the ADF needle showed QDR 060 from the EME NDB and the distance from the ILS DME was around 10 NM. It was not difficult to find out that we were close to the Nottingham airport (EGBN). What followed was position freeze, my controls as the PM and an approach preparation by the pilot flying. The assessor later even froze the simulator completely for the approach briefing.
After that the PF flew vectors for ILS 27 and landed. Remember: No flaring is needed on this simulator. You can nicely fly with 750 ft/min right into the touch down point. (This was the official instruction from the assessor.) No emergency and the assessor was again very helpful with his advices. Full stop and crew change.
Now it was time for me to be the PF. Also from the right seat. Same weather, clearance and setup. I did the briefing, asked for the before take-off checklist and we were ready for departure.
Take off was according to the SOP with flight directors. Heading 299 and SID canceled and I was told to maintain heading and climb to 5000 feet. Flight directors off. After that some turns, deceleration to 170 kts with flaps 5. Descent to 3000 feet. After that turn to EME NDB for the procedural ILS 27. It was my choice to either do one round in the holding as the standard procedure prescribes or to use the alternative procedure (base turn). I opted for the alternative. In this moment the simulator was frozen so I could do the approach setup and briefing. We were above the airport, heading 090 directly to EME. I setup the aircraft and did the approach briefing. As we were about to unfreeze the simulator, we got a call from the cabin - sick passenger, no doctor on board. I told the number 1 to standby and help the passenger, I would call back shortly. The simulator was still frozen and we did the DODAR. Diagnose was clear, Options were either to accelerate so we land quicker or fly the normal approach speed. We quickly decided that we continue with the present configuration (170 Kts, flaps 5) as any acceleration wouldn't buy as much time and it would present a risk that we might have to go around which would be worse. We Assigned the roles: PM informs the ATC and I do the NITS briefing. And we reviewed it all, nothing to add.
And so we did. I called the number 1 and did the NITS briefing. Nature: Sick passenger Intention: Landing Time: 10 minutes from now which meant 10:25. And as for Specials: we will let the medical team to enter the aircraft first so they can help the passenger.
After that procedural ILS 27, no surprises and a full stop landing. That was the end of the session. Flight time approximately 60 minutes for the both of us, which means roughly 30 minutes each. That was really quick. The assessor was again really helpful.
INTERVIEW
After that my partner went straight to the interview. It took around 25 minutes. After him it was my turn. Present was the assessor from the simulator and one other gentleman from HR. At first some general questions about my life from high school, through the university and the first job. After that some questions on the integrated ATPL course I went to, the pilot school and a document check.
Then some questions on the MEP aircraft I flew with.
- What was its cruising speed? 130 knots.
- How much does it take to fly 20 NM. I said that by 120 knots it would be 2 NM per minute and hence 10 minutes. As we fly 130 knots, it would be approximately 9 minutes.
- What Anti-Icing equipment does the B737 have? Wings leading edge and engines (hot air), Pilot heat and windshield heating - electric.
- What is the V2? Take of safety speed.
- V2 needs to be higher than what? VMCA
- When do you need to reach this speed? At the screen height.
- What is the screen height? It the end of take-off. It's 50 feet for piston aircraft, 35 feet for jet aircraft (dry runway) or 15 feet (wet runway) given there is an engine failure at V1.
- At which point do you need to reach the screen height? If there is a clearway, then at the end of it. If there is no clearway, then at the end of the runway.
- How do you calculate cross wind. The formula says Sine of the wind angle from the aircraft intended path (e.g. Runway heading) x wind speed. Remember Sine for SIDE wind. In reality it's 50% of the wind speed for 30 degrees (Sine 30 deg = 0,5) and roughly 100% for 60 degrees and more.
After that it was the HR guys turn. He asked me why do I wish to join Ryanair. What are my strengths and weaknesses? If I was able to relocate? If I applied to any other airline? If I was willing to pay for the type rating?
At the end it was time for me to ask questions. I asked how much time is it now from the start of the Type rating course to the finish of line training: 6 months.
How is it with the base preference: It is somehow taken into account but no guarantee.
Where does the line training take place: anywhere on the network where they find a free line training captain. It could be at my future base but it could also be anywhere else. Pure chance.
That was it. I was done by 12 o'clock.
I got a positive email few days later.
RECOMMENDATIONS
- Study the Briefing pack they send you. You need to know all the speeds and procedures (it’s not that many!) by heart without any hesitation.
- Go through the procedures from your MCC again and focus on the roles and call outs. As a PM, Monitor the PF very closely but don’t be a dick. Don’t call SPEED 10 times if the PF flies 230 kts instead of 220.
Also don’t try to instruct the guy, you’re not and IP. On the other hand, if you set the flaps and the PF doesn’t say anything about the speed bug, feel free to set it for him. Just say, “I’ll set the speed for you” or so. Be helpful. Don’t do too much but also not too little. Be a team.- Invest in some B737 FTD or FNPT. I did the FNPT and it was fully sufficient in terms of realism. It is better to fly more hours on the FNPT than less on the slightly more realistic but much more expensive FTD. I did 10 hours in total in the weeks before assessment and had no previous experience with the 737.
- Read this forum - scroll up at least one year back. Read all the tips and reports as well as interview questions and write them down. This helps a lot.
- Ace The Technical Pilot Interview - great book and an excellent source of information. You can download it for free if you google a bit.
- I bought this Assessment guide from Flight Deck Friend. Found it quite usefull.
- One more question I noticed by the other guys. One of them was asked: If there is an ILS approach with a DA of 402 ft and in met report there is an overcast 400 ft, will you probably see the runway? That might be a tricky question for pilots who mostly flew to airports around sea level. The DA is 402 ft AMSL whereas the ceiling in the met report is with the reference to the ground (AGL)! The ILS approach has the highest DH (decision HEIGHT) of 200 ft (cat 1). Given the fact that I'm allowed to descent to 200 ft AGL and the cloud ceiling is at 400 ft AGL, I will most likely be able to see the runway.
Last edited by Kratz; 17th Jan 2018 at 16:16.
Join Date: Oct 2017
Location: Somewhere
Posts: 8
They want "EASA approved Logbook with all flight hours logged (Please bring all original logbooks)". Not sure whether a print out could be considered as an EASA approved logbook. In doubt just check with them via email.
Join Date: Nov 2017
Location: Italy
Posts: 8
The assessment should be the same, more or less..
The difference is that (in that day) there are only APC assessments, so there should not be anyone with a lot of experience and someone without.. The level is pretty much the same for everyone, but everyone comes from a good preparation let's say, as it's the flight school to choose them for this program.
PLUS, in case of positive feedback, you don't have to pay the TR, but the company pays for you and then they take from the salary every month.
The difference is that (in that day) there are only APC assessments, so there should not be anyone with a lot of experience and someone without.. The level is pretty much the same for everyone, but everyone comes from a good preparation let's say, as it's the flight school to choose them for this program.
PLUS, in case of positive feedback, you don't have to pay the TR, but the company pays for you and then they take from the salary every month.
Join Date: Jun 2009
Location: Spain
Posts: 19
Hello guys,
Congrats the ones are in!
I am worried about the age, right now, finnishing the CPL with 36 years old.
How old are you?
Any experience with age above 30?
Thanks!
Congrats the ones are in!
I am worried about the age, right now, finnishing the CPL with 36 years old.
How old are you?
Any experience with age above 30?
Thanks!
Last edited by Keane1981; 22nd Jan 2018 at 06:52.
Join Date: Aug 2015
Location: Spain
Posts: 21
I applied for the Ryanair program more than two years ago. Then applyed again when the web site changed, and requested to reapply and upload all the documentation. Never got any response e-mail or call.
A few days ago I received an e-mail from ATCAMS-Assessment Pilot Provisioning saying that "Your application has been reviewed, however, we regret to inform you that your application will not proceed to the next stage in the selection process."
I'm surprised to receive this, as I never heard of this kind of mails informing about the application not proceeding. I always heard of some people just waiting forever as I was.
Did someone received some communication like this?
A few days ago I received an e-mail from ATCAMS-Assessment Pilot Provisioning saying that "Your application has been reviewed, however, we regret to inform you that your application will not proceed to the next stage in the selection process."
I'm surprised to receive this, as I never heard of this kind of mails informing about the application not proceeding. I always heard of some people just waiting forever as I was.
Did someone received some communication like this?
