Ryanair Interview and Sim Assessment (merged)
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Ryanair Cadet
I'm based in Dublin and completing the final stages of an integrated ATPL. Information on career prospects, wages and further training is quite hard to come by on the internet. The obvious option would be Ryanair, however having already outlaid €73,000 on flight school, the prospect of spending another €29,500 on type rating is quite daunting particularly considering the rumors I've heard regarding the length of time it takes and the very low initial salary. I feel a lot of this information is somewhat outdated however. So in summary I have 2 main questions.
1. Are there any other options to gain employment with a frozen ATPL and no type rating?
2. What is the current situation for someone in my position entering Ryanair?
1. Are there any other options to gain employment with a frozen ATPL and no type rating?
2. What is the current situation for someone in my position entering Ryanair?
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If you must stay in Europe and want to fly airlines - you could consider turboprops. The type rating is much cheaper and the experience is invaluable. Loganair for example are always hiring and type rating is probably half of Ryanair's. They also fly to the worlds only (scheduled flight) beach runway
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Finn1995
1. If you want to stay in Dublin, Cityjet would be a decent option. No type rating required, which I believe is funded by the airline. Good staff travel opportunities with all their partners too!
2. Things seem to change so fast there it's impossible to say. You could be based in Dublin with no gaps during your training, you could equally end up waiting unpaid for 4 months then get sent to the middle of nowhere
1. If you want to stay in Dublin, Cityjet would be a decent option. No type rating required, which I believe is funded by the airline. Good staff travel opportunities with all their partners too!
2. Things seem to change so fast there it's impossible to say. You could be based in Dublin with no gaps during your training, you could equally end up waiting unpaid for 4 months then get sent to the middle of nowhere
Last edited by The Foss; 4th Jun 2018 at 16:55.
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except that the 95% of the names you listed dont search any F/O currently. good one. a job is still better than no job. and if the start is a little bit rough then so be it. stop complaining and get over it once you have more than 1500hrs the money is in no relation to 90% of the other airlines in europe.
cityjet requires minimum 1000hr
stobart no open positions
flybe no open positions
aerlings no open positions
loganair is looking for expirienced f/o's
easyjet requires minimum 1000hr
so tell me again where should low hour pilots apply?
once you have more than 1500hrs the money is in no relation to 90% of the other airlines in europe.cityjet requires minimum 1000hr
stobart no open positions
flybe no open positions
aerlings no open positions
loganair is looking for expirienced f/o's
easyjet requires minimum 1000hr
so tell me again where should low hour pilots apply?
Join Date: Jan 2018
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Hi guys, here my experience:
- Application sent mid december
-Email and call mid Jan.
- Assessment few weeks ago
- The day after i've got the answer
HR questions, as usual, Talk about yourself, Why have you chosen your Flight school, Have you attended other interviews.
Techincal: Stall, APU, static discharger, pitot probe and general questions about the 1st a/c that i have flown
What i can say about the simulator is: You both should have the same "level" otherwise it's really difficoult to pass that assesment.
I had a 10hrs experience on the 737 sim, but my collegue has had no experience, so it has been almost impossible for me to keep him inside the "loop".
Although i had a perfect HR and technical interview, i have been unsuccessful.
Cheers
- Application sent mid december
-Email and call mid Jan.
- Assessment few weeks ago
- The day after i've got the answer
HR questions, as usual, Talk about yourself, Why have you chosen your Flight school, Have you attended other interviews.
Techincal: Stall, APU, static discharger, pitot probe and general questions about the 1st a/c that i have flown
What i can say about the simulator is: You both should have the same "level" otherwise it's really difficoult to pass that assesment.
I had a 10hrs experience on the 737 sim, but my collegue has had no experience, so it has been almost impossible for me to keep him inside the "loop".
Although i had a perfect HR and technical interview, i have been unsuccessful.
Cheers
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The Foss
yeah maybe in the past but i am talking about the present. thanks for your opinion but i dont think you know me and where i applied to. i have been to 2 assesments before ryanair. i think i am determined enough, i am not saying there is no other options wtf? I just saying stop the ryanair bashing. srsly dont put words in my mouth which i never said!
yeah maybe in the past but i am talking about the present. thanks for your opinion but i dont think you know me and where i applied to. i have been to 2 assesments before ryanair. i think i am determined enough, i am not saying there is no other options wtf? I just saying stop the ryanair bashing. srsly dont put words in my mouth which i never said!
Join Date: Feb 2017
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I think you lower your pitch to let the plane accelerate so I guess you should be done by 4000. But still I agree it’s a little margin. The best option would be for the PF to reduce the thrust levers as only the PF knows how much thrust he/she needs and adjust accordingly. Think about level flight, your on your way to the localiser and you have flap 5, speed 170... who holds the thrust then? What if he gives you 3000ft? 4000ft isn’t certain its minimum 2500 on that SID. Also think about in the go-around, you maintain flap 15 until level off then begin to accelerate.. the throttle is used by the PF.
A good move would be to mention that this threat may occur, the if it does happen who has which responsibilities etc.
A good move would be to mention that this threat may occur, the if it does happen who has which responsibilities etc.
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guys, as someone who was very close to this until recently, Simtech is a much better option where you will at least be prepped by a real pilot, in realistic conditions, Upilot prepped candidates have a much lower pass rate and it is real shame for cadets who are already paying €350 for the assessment, that they are not getting the prep expected. if you are thinking of wasting €400 going into something similar to microsoft flight sim, you are better off setting something up in your bedroom !
Whether you pass the assesment at RYR has nothing to do with pilot prep and skill, just see the poster above, 15 min sim with it broken and he still passed, do you really think they had time to assess anything?
They take absolute morons with no skills whatsoever but are fresh out of flightschool and younger tan 20 that are prone to follow orders without complaining. Thats the only thing they care about. If you show any kind of life experience and self initiative that shows determination and self management you are not going to pass.
Yes, they will hire someone in their thirties here and there but that is the exception.
The Upilot sim has no feedback momentarily, but pretty much like the simtech sim. Both are harder to handle tan the RYR sim, so if you handle those one nicely you will handle the RYR well but like i said the RYR assesment has nothing to do with skill or knowledge.
Not because you passed the cadet assesment you are a good pilot, you probably only are a good button pusher and mindless SOP follower. Thats it.
Another thing is if you passed the DEP or CPt assesment, the pass rate over there is legit and the assesments are done by actual LTC´s not some 70 year olds that want to go home at 5 o clock.
Last edited by dlcmdrx; 14th May 2018 at 10:20.
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It's easy guys. The PM hands the thrust levers between V1 and Flaps Up in case of takeoff or between Go Around call and Flaps Up in case of go around. During all other times the PF hands the thrust levers.
To accelerate during the climb, simply follow the FD, it will command a slight pitch nose down to around 10-12,5 degrees and as you retract flaps the aircraft accelerates nicely. At 1000 ft to go, simply lower the nose to 10 degrees to reduce the rate of climb and thrust levers to 80% N1. It will make the level off smoother and controllable.
To accelerate during the climb, simply follow the FD, it will command a slight pitch nose down to around 10-12,5 degrees and as you retract flaps the aircraft accelerates nicely. At 1000 ft to go, simply lower the nose to 10 degrees to reduce the rate of climb and thrust levers to 80% N1. It will make the level off smoother and controllable.
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I don’t think you understand what he said, if you level off before the aircraft is clean (flaps up), do you ask the PM to lower the thrust or does the PF do it? I would personally make an exception to this and do it myself as PF.
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Also an advice: prepare the go-around procedure well. Climbing to 2.000 or 3.000 ft with g/a thrust goes very fast. Use forward trim after setting g/a thrust, otherwise you might experience troubles with leveling off. This is caused by the trim for the slower approach speed and thrust line below the centre of gravity. Consider also setting 70-75% thrust when you have 1.000 ft or less to go, otherwise there is a high risk of bursting the altitude.
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Hi guys, just wanted to share my experience
05/01- Application
24/01- Email saying they will call within 14 days
31/01- Phone call
21/02- Assessment
23/02 -Email with Positive Answer
Hotel:
I stayed at the North Swords Travel Lodge as advised by many here on the forum, overall nice hotel with very nice staff, it has a restaurant in case you want to get for example Breakfast Lunch or Dinner, and another nice thing is you have a LIDL supermarket just around the corner, the only down side is there is no mini fridge on the room. The hotel itself is 5 min walking from the RYR Headquarters.
Assessment:
I had my assessment booked for 8 o'clock, got there at around 7:30 where i was joined by another 7 fellow pilots. At 8, a very friendly older gentlemen came to the reception to pick us up for the assessment, he showed us around while trying to make everybody feel comfortable and relaxed telling jokes and being extremely nice.
We all went to a room where we watched a video( basically explaining the same things as the briefing pack) and then we were asked for the copies of our documents, afterwards he proceeded to assign each of us with a Sim partner (They basically pair people that have done the MCC on the 737 with people who haven't) following this they gave us the appropriate charts for that day: LIVERPOOL SID WAL 2 T (climb to 5000ft), and ILS 27.
Technical:
(I was the first to be called in, again a really relaxed and easy going interview just like a conversation. My advice just be confident and honest)
HR:
-Tell me about yourself
-Why RYR
-Some questions about my Flight School
-What are your 3 main qualities that you can bring to the company
-Weaknesses
-Where did i do my MCC
-Can you afford the Type Rating
-When can you start
Technical:
-How many exits on the 737
-How many seats
-What engines does the 737 have
-Range
-What can you tell me about the DA-42
-Turbocharger
-Describe the electrical system of the DA-42
And a few other questions that i don't recall.
SIM:
-Biggest advice i can give is brief everything with your SIM partner, the better the brief on the ground the easier it is to work as a team while flying. In my opinion what they look for the most is MCC MCC MCC, so if you are PM Help your PF with call outs and whatever he needs.
-Do a good briefing on the ground prior to SIM!
-I was PF first, got in the SIM asked for the weather and clearance to my PM, afterward briefed all the SID WAL 2 T (LPL) and set all the appropriate Nav Aids, discussed Thrust Levers Handling and appropriate Flap Retraction and Speeds during the Climb, told him as well i would like a warning 1000ft and 100ft prior each altitude while climbing and descending and also 20 degrees prior to reaching each selected heading (Just makes your life easier as PF in case you get distracted or something if the PM calls out this, you dont bust an altitude or heading while flying) , then proceeded to do a basic Emergency Brief (Before V1 what we do / After V1 what we do) and brief any other Info that you deem necessary for the flight.
-Dont forget to call for checklists and clearances for the entire flight, after we did the SID , after we intercepted the radial to WAL i was given some air work by the Assessor some turns with 30 degree bank, climbs and descents( Check your MSA) and some accelerations and deaccelerations ( Dont forget Flaps).
-After ATC call, saying it was a strike at our destination what was out intentions, return back to LPL Check if you are not above your Max Landing Weight get the appropriate weather , and do appropriate DODAR and NITS Brief.
-SIM was Frozen, asked where we are and how far ( Use LPL for direction and ILS for distance)
-Brief the Approach, got vectors direct to LPL at 2500 cleared for APP
-Dont forget to slow down, passing LPL descent to 2000
-Again dont forget Checklists and callouts if PM
-Did the APP into a Full Stop Landing
Changed Seat position to PM now, basically similar flight with some minor changes.
Again, be relaxed Brief everything, know all the call outs and procedures 100%, and work as a team just like you learned on your MCC course.
All the best guys! Good Luck!
05/01- Application
24/01- Email saying they will call within 14 days
31/01- Phone call
21/02- Assessment
23/02 -Email with Positive Answer
Hotel:
I stayed at the North Swords Travel Lodge as advised by many here on the forum, overall nice hotel with very nice staff, it has a restaurant in case you want to get for example Breakfast Lunch or Dinner, and another nice thing is you have a LIDL supermarket just around the corner, the only down side is there is no mini fridge on the room. The hotel itself is 5 min walking from the RYR Headquarters.
Assessment:
I had my assessment booked for 8 o'clock, got there at around 7:30 where i was joined by another 7 fellow pilots. At 8, a very friendly older gentlemen came to the reception to pick us up for the assessment, he showed us around while trying to make everybody feel comfortable and relaxed telling jokes and being extremely nice.
We all went to a room where we watched a video( basically explaining the same things as the briefing pack) and then we were asked for the copies of our documents, afterwards he proceeded to assign each of us with a Sim partner (They basically pair people that have done the MCC on the 737 with people who haven't) following this they gave us the appropriate charts for that day: LIVERPOOL SID WAL 2 T (climb to 5000ft), and ILS 27.
Technical:
(I was the first to be called in, again a really relaxed and easy going interview just like a conversation. My advice just be confident and honest)
HR:
-Tell me about yourself
-Why RYR
-Some questions about my Flight School
-What are your 3 main qualities that you can bring to the company
-Weaknesses
-Where did i do my MCC
-Can you afford the Type Rating
-When can you start
Technical:
-How many exits on the 737
-How many seats
-What engines does the 737 have
-Range
-What can you tell me about the DA-42
-Turbocharger
-Describe the electrical system of the DA-42
And a few other questions that i don't recall.
SIM:
-Biggest advice i can give is brief everything with your SIM partner, the better the brief on the ground the easier it is to work as a team while flying. In my opinion what they look for the most is MCC MCC MCC, so if you are PM Help your PF with call outs and whatever he needs.
-Do a good briefing on the ground prior to SIM!
-I was PF first, got in the SIM asked for the weather and clearance to my PM, afterward briefed all the SID WAL 2 T (LPL) and set all the appropriate Nav Aids, discussed Thrust Levers Handling and appropriate Flap Retraction and Speeds during the Climb, told him as well i would like a warning 1000ft and 100ft prior each altitude while climbing and descending and also 20 degrees prior to reaching each selected heading (Just makes your life easier as PF in case you get distracted or something if the PM calls out this, you dont bust an altitude or heading while flying) , then proceeded to do a basic Emergency Brief (Before V1 what we do / After V1 what we do) and brief any other Info that you deem necessary for the flight.
-Dont forget to call for checklists and clearances for the entire flight, after we did the SID , after we intercepted the radial to WAL i was given some air work by the Assessor some turns with 30 degree bank, climbs and descents( Check your MSA) and some accelerations and deaccelerations ( Dont forget Flaps).
-After ATC call, saying it was a strike at our destination what was out intentions, return back to LPL Check if you are not above your Max Landing Weight get the appropriate weather , and do appropriate DODAR and NITS Brief.
-SIM was Frozen, asked where we are and how far ( Use LPL for direction and ILS for distance)
-Brief the Approach, got vectors direct to LPL at 2500 cleared for APP
-Dont forget to slow down, passing LPL descent to 2000
-Again dont forget Checklists and callouts if PM
-Did the APP into a Full Stop Landing
Changed Seat position to PM now, basically similar flight with some minor changes.
Again, be relaxed Brief everything, know all the call outs and procedures 100%, and work as a team just like you learned on your MCC course.
All the best guys! Good Luck!
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FR1804
For anyone on FR1804 East Mids, induction 23rd Apr, Cse 16th May.
Feel free to join facebook group 'East Mids Flying Fun Club FR1804' to chat about accommodation and other general admin.
Feel free to join facebook group 'East Mids Flying Fun Club FR1804' to chat about accommodation and other general admin.
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Hey guys!
Sorry for the late posting, I've been quite busy lately.
I literally have nothing else to add from what is already been said.
Liverpool SID, cancelled half way, basics and vector for ILS.
As monitoring, emergency and alternate procedure.
Interview, as before, everything in here already. Anti ice, hydraulics, cruise speed and the corresponding question about how long will it take to travel from... Pretty easy eveything.
Unfortunately, I wasn't successful but, from my point of view was a learning experience and I feel pretty proud of what I did, up to standards not just from my point of view but my partner as well.
I did a refresh on upilot, SOPs and procedures is the key in upilot, awesome tips for managing the aircraft and the guys is friendliest you will ever come across, very nice and worth it. Just to mention, two other friends went to upilot and passed so, dont frustrate if you dont pass or something!
CHEEERS!
Sorry for the late posting, I've been quite busy lately.
I literally have nothing else to add from what is already been said.
Liverpool SID, cancelled half way, basics and vector for ILS.
As monitoring, emergency and alternate procedure.
Interview, as before, everything in here already. Anti ice, hydraulics, cruise speed and the corresponding question about how long will it take to travel from... Pretty easy eveything.
Unfortunately, I wasn't successful but, from my point of view was a learning experience and I feel pretty proud of what I did, up to standards not just from my point of view but my partner as well.
I did a refresh on upilot, SOPs and procedures is the key in upilot, awesome tips for managing the aircraft and the guys is friendliest you will ever come across, very nice and worth it. Just to mention, two other friends went to upilot and passed so, dont frustrate if you dont pass or something!
CHEEERS!