Ryanair Interview and Sim Assessment (merged)
Join Date: May 2015
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missed the phone call
I missed the phone call, but they left a voicemail saying that they will try to contact me later that day, but that did not happen. Wondering if they will call me this upcoming week... anyone experienced this?
Last edited by Nordavind; 28th Aug 2016 at 11:00.
Join Date: May 2015
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Its kind of weird because I sent in my application 2 years ago, and last weekend I updated it, and the day after I got an email saying that they gonna call me.
Join Date: Aug 2016
Location: spain
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Hi,
Can anyone explain about the APC course that Andre got?
- Is this an MCC course?
- If you do good in this course, you go directly to the type rating or you have to do another assessment ?
- If I get this right, in the case of Andre, he will have to pay APC+Type rating.
Thanks in advance
Can anyone explain about the APC course that Andre got?
- Is this an MCC course?
- If you do good in this course, you go directly to the type rating or you have to do another assessment ?
- If I get this right, in the case of Andre, he will have to pay APC+Type rating.
Thanks in advance
Join Date: Feb 2016
Location: Ireland
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Does anybody know how long you have to wait before you can reapply after an unsuccessful interview? I had an interview in June, I heard I can do it again in 6 months or does anybody know of someone getting a second chance and getting in?
Join Date: Jun 2014
Location: France
Age: 32
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Hello there !
I had my assessment the same day as Captain almighty so pretty much the same debriefing !
I can nonetheless add some interview questions :
-At which attempt did you get the ENAC ?
-What did you learn from your MCC ?
-What are your flaws ?
-What can you bring to Ryanair ?
-Can you pay for the type rating ?
And some technical ones :
-How many aircraft do we have ?
-How many soul on board ?
-Why swept wing ?
-What risk if you overreach Mcrit ?
-What kind of flaps ?
Good luck everyone !
I had my assessment the same day as Captain almighty so pretty much the same debriefing !
I can nonetheless add some interview questions :
-At which attempt did you get the ENAC ?
-What did you learn from your MCC ?
-What are your flaws ?
-What can you bring to Ryanair ?
-Can you pay for the type rating ?
And some technical ones :
-How many aircraft do we have ?
-How many soul on board ?
-Why swept wing ?
-What risk if you overreach Mcrit ?
-What kind of flaps ?
Good luck everyone !
Join Date: Jun 2014
Location: France
Age: 32
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Here is a place to discuss for the fellow CAE 1621 https://www.facebook.com/groups/6304...72512366879878
Join Date: Apr 2010
Location: Italy
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Hey guys, a quick question...I've done the interview, am I expecting an email for the result would it be negative or positive?
Do negative result get an answer or simply it stays "unresponded"???
Any feedback from who was unsuccessful?
Thanks
Do negative result get an answer or simply it stays "unresponded"???
Any feedback from who was unsuccessful?
Thanks
Join Date: Apr 2010
Location: Italy
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Hey guys, does unsuccessful interview get an answer by email too?
I know positive ones of course get an answer.
But what about negative? Do they get a feedback too, or it simply ends there without an answer?
Any thoughts?
I know positive ones of course get an answer.
But what about negative? Do they get a feedback too, or it simply ends there without an answer?
Any thoughts?
Join Date: Aug 2016
Location: Pisa
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Hi all,
What kind of academic qualification reference do they need? Is it a proof that you are able to attend university or that you have completed your school in your homecountry?
I dont quite get it. Can someone help? What did you bring with you for the interview?
What kind of academic qualification reference do they need? Is it a proof that you are able to attend university or that you have completed your school in your homecountry?
I dont quite get it. Can someone help? What did you bring with you for the interview?
Join Date: May 2014
Location: Spain
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Got the positive answer recently 
Since pprune helped me a lot in getting prepared for the assessment, I want to share my experience so others can benefit from it:
Less than a week after I applied, I got an email saying that they would call me within the next 14 days. I was called on the 3rd one for the phone interview, and the next day I was called again to be offered an assessment date. I couldn’t attend that day, I explained the reason and they kindly offered another date. (When talking about days I mean WORKING days)
The day before the assessment I booked a sim prep session in Simtech (Dublin). It was of invaluable help, and if I went back in time, I would go there again. It probably made the difference for the next day.
On the assessment day, the assessors were really nice and tried to make us feel relaxed. You start at 8.00 am with a briefing on how will the day go on, and some basic things about the simulator (pfd, nd, toga buttons, flight profiles…). You are also told in which airport are you going to fly from that day, the SID clearance and the METAR. In my case it was Liverpool RWY 27, SID WAL2T, and the met conditions were 300/10KT 8000 OVC008.
Then I went into the tech/personal interview, and the questions I can remember are:
Cruising altitude along a transatlantic flight
VOR range
INS, IRS
Great circle/rhumb line
They would draw a great circle in the northern hemisphere curved towards the Equator. It is wrong and explain why.
Is it faster to travel over the Atlantic westbound or eastbound?
737 pax, engines, absolute ceiling, flight controls, hydraulic systems and pressure
Some basic questions about my MEP aircraft during flight training
Type and number of fleet in RYR.
Why do you want to work for RYR?
Have you applied to other airlines? Which ones?
Do you have any friends working in RYR?
How can your academic background help you in the cockpit?
When can you start? Base preferences?
Can you self-fund your TR?
Also a presentation about myself and some political information about my country.
After that, we went into the sim. Short departure briefing and then takeoff. Amended clearance during the SID, turn right hdg 360 and climb 5000 ft. Then some maneuvers (climb, descend, turn, increase/decrease speed). Then we were frozen and asked to point in the app plate where we were. After that, continue flying, asked QDM to the locator, and ATC called to clear us to fly inbound with a different QDM. When we were approaching the locator, ATC clearance to hold, asked which entry into the hold and suddenly the assessor acting as cabin crew no. 1 comes and says we have a fire onboard, or that we have a dying passenger. Hand over control to the PM, brief DODAR, NITS, take back control, declare mayday or pan pan and ask for vectors to come back to land. ATC will probably answer that vectors are unavailable and probably give you an undesired clearance, so don’t be pleased with it. Request what you want. Then raw data full NDB ILS procedure to land again in RWY 27 Liverpool, and ILS failure on final approach. We were visual so decided to continue. My partner got roughly the same exercises, changing altitudes, headings, QDM, type of emergency…
Bear in mind that you are assessed both as PF and as PM, they want to see good CRM. It’s not a big deal if your handling skills aren’t perfect, after all, you are not type rated. What matters is that both of you have good communication. If you make a mistake (turn the wrong side into the holding entry, have difficulty finding that new QDM, or struggle to follow the ILS) it won’t be that important if your partner corrects you. It is OK to ask your partner to advise you before a turn, when to deploy the flaps… So try to release workload when acting as PF.
Also the briefings are important. Although you don’t have much time to do them, since you won’t be for long in the simulator, make good and concise briefings in a methodic manner and try not to forget any important aspect (MHA, max speeds…)
Best of luck to all of you
Since pprune helped me a lot in getting prepared for the assessment, I want to share my experience so others can benefit from it:
Less than a week after I applied, I got an email saying that they would call me within the next 14 days. I was called on the 3rd one for the phone interview, and the next day I was called again to be offered an assessment date. I couldn’t attend that day, I explained the reason and they kindly offered another date. (When talking about days I mean WORKING days)
The day before the assessment I booked a sim prep session in Simtech (Dublin). It was of invaluable help, and if I went back in time, I would go there again. It probably made the difference for the next day.
On the assessment day, the assessors were really nice and tried to make us feel relaxed. You start at 8.00 am with a briefing on how will the day go on, and some basic things about the simulator (pfd, nd, toga buttons, flight profiles…). You are also told in which airport are you going to fly from that day, the SID clearance and the METAR. In my case it was Liverpool RWY 27, SID WAL2T, and the met conditions were 300/10KT 8000 OVC008.
Then I went into the tech/personal interview, and the questions I can remember are:
Cruising altitude along a transatlantic flight
VOR range
INS, IRS
Great circle/rhumb line
They would draw a great circle in the northern hemisphere curved towards the Equator. It is wrong and explain why.
Is it faster to travel over the Atlantic westbound or eastbound?
737 pax, engines, absolute ceiling, flight controls, hydraulic systems and pressure
Some basic questions about my MEP aircraft during flight training
Type and number of fleet in RYR.
Why do you want to work for RYR?
Have you applied to other airlines? Which ones?
Do you have any friends working in RYR?
How can your academic background help you in the cockpit?
When can you start? Base preferences?
Can you self-fund your TR?
Also a presentation about myself and some political information about my country.
After that, we went into the sim. Short departure briefing and then takeoff. Amended clearance during the SID, turn right hdg 360 and climb 5000 ft. Then some maneuvers (climb, descend, turn, increase/decrease speed). Then we were frozen and asked to point in the app plate where we were. After that, continue flying, asked QDM to the locator, and ATC called to clear us to fly inbound with a different QDM. When we were approaching the locator, ATC clearance to hold, asked which entry into the hold and suddenly the assessor acting as cabin crew no. 1 comes and says we have a fire onboard, or that we have a dying passenger. Hand over control to the PM, brief DODAR, NITS, take back control, declare mayday or pan pan and ask for vectors to come back to land. ATC will probably answer that vectors are unavailable and probably give you an undesired clearance, so don’t be pleased with it. Request what you want. Then raw data full NDB ILS procedure to land again in RWY 27 Liverpool, and ILS failure on final approach. We were visual so decided to continue. My partner got roughly the same exercises, changing altitudes, headings, QDM, type of emergency…
Bear in mind that you are assessed both as PF and as PM, they want to see good CRM. It’s not a big deal if your handling skills aren’t perfect, after all, you are not type rated. What matters is that both of you have good communication. If you make a mistake (turn the wrong side into the holding entry, have difficulty finding that new QDM, or struggle to follow the ILS) it won’t be that important if your partner corrects you. It is OK to ask your partner to advise you before a turn, when to deploy the flaps… So try to release workload when acting as PF.
Also the briefings are important. Although you don’t have much time to do them, since you won’t be for long in the simulator, make good and concise briefings in a methodic manner and try not to forget any important aspect (MHA, max speeds…)
Best of luck to all of you
Join Date: Dec 2015
Location: Lisbon
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Hi,
Can anyone explain about the APC course that Andre got?
- Is this an MCC course?
- If you do good in this course, you go directly to the type rating or you have to do another assessment ?
- If I get this right, in the case of Andre, he will have to pay APC+Type rating.
Thanks in advance
Can anyone explain about the APC course that Andre got?
- Is this an MCC course?
- If you do good in this course, you go directly to the type rating or you have to do another assessment ?
- If I get this right, in the case of Andre, he will have to pay APC+Type rating.
Thanks in advance
HereRyanair pilot jobs news for airline pilots and aviation schools
we can find in the "scholorship" section an information that makes us think we need to pass the MCC that is part of the APC successfully. I hope there is no doubt wether we will proceed to the Type Rating course or not...
But if successful, the course cost will later on be deducted in our payment after each month.
I'm lookinf forward to get more information regarding the program as well.
@ RadioStar737, I've heard of those 6 months before reapplying as well.
Join Date: Jul 2007
Location: lollove
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Got the positive answer recently
Since pprune helped me a lot in getting prepared for the assessment, I want to share my experience so others can benefit from it:
Less than a week after I applied, I got an email saying that they would call me within the next 14 days. I was called on the 3rd one for the phone interview, and the next day I was called again to be offered an assessment date. I couldn’t attend that day, I explained the reason and they kindly offered another date. (When talking about days I mean WORKING days)
The day before the assessment I booked a sim prep session in Simtech (Dublin). It was of invaluable help, and if I went back in time, I would go there again. It probably made the difference for the next day.
On the assessment day, the assessors were really nice and tried to make us feel relaxed. You start at 8.00 am with a briefing on how will the day go on, and some basic things about the simulator (pfd, nd, toga buttons, flight profiles…). You are also told in which airport are you going to fly from that day, the SID clearance and the METAR. In my case it was Liverpool RWY 27, SID WAL2T, and the met conditions were 300/10KT 8000 OVC008.
Then I went into the tech/personal interview, and the questions I can remember are:
Cruising altitude along a transatlantic flight
VOR range
INS, IRS
Great circle/rhumb line
They would draw a great circle in the northern hemisphere curved towards the Equator. It is wrong and explain why.
Is it faster to travel over the Atlantic westbound or eastbound?
737 pax, engines, absolute ceiling, flight controls, hydraulic systems and pressure
Some basic questions about my MEP aircraft during flight training
Type and number of fleet in RYR.
Why do you want to work for RYR?
Have you applied to other airlines? Which ones?
Do you have any friends working in RYR?
How can your academic background help you in the cockpit?
When can you start? Base preferences?
Can you self-fund your TR?
Also a presentation about myself and some political information about my country.
After that, we went into the sim. Short departure briefing and then takeoff. Amended clearance during the SID, turn right hdg 360 and climb 5000 ft. Then some maneuvers (climb, descend, turn, increase/decrease speed). Then we were frozen and asked to point in the app plate where we were. After that, continue flying, asked QDM to the locator, and ATC called to clear us to fly inbound with a different QDM. When we were approaching the locator, ATC clearance to hold, asked which entry into the hold and suddenly the assessor acting as cabin crew no. 1 comes and says we have a fire onboard, or that we have a dying passenger. Hand over control to the PM, brief DODAR, NITS, take back control, declare mayday or pan pan and ask for vectors to come back to land. ATC will probably answer that vectors are unavailable and probably give you an undesired clearance, so don’t be pleased with it. Request what you want. Then raw data full NDB ILS procedure to land again in RWY 27 Liverpool, and ILS failure on final approach. We were visual so decided to continue. My partner got roughly the same exercises, changing altitudes, headings, QDM, type of emergency…
Bear in mind that you are assessed both as PF and as PM, they want to see good CRM. It’s not a big deal if your handling skills aren’t perfect, after all, you are not type rated. What matters is that both of you have good communication. If you make a mistake (turn the wrong side into the holding entry, have difficulty finding that new QDM, or struggle to follow the ILS) it won’t be that important if your partner corrects you. It is OK to ask your partner to advise you before a turn, when to deploy the flaps… So try to release workload when acting as PF.
Also the briefings are important. Although you don’t have much time to do them, since you won’t be for long in the simulator, make good and concise briefings in a methodic manner and try not to forget any important aspect (MHA, max speeds…)
Best of luck to all of you
Since pprune helped me a lot in getting prepared for the assessment, I want to share my experience so others can benefit from it:
Less than a week after I applied, I got an email saying that they would call me within the next 14 days. I was called on the 3rd one for the phone interview, and the next day I was called again to be offered an assessment date. I couldn’t attend that day, I explained the reason and they kindly offered another date. (When talking about days I mean WORKING days)
The day before the assessment I booked a sim prep session in Simtech (Dublin). It was of invaluable help, and if I went back in time, I would go there again. It probably made the difference for the next day.
On the assessment day, the assessors were really nice and tried to make us feel relaxed. You start at 8.00 am with a briefing on how will the day go on, and some basic things about the simulator (pfd, nd, toga buttons, flight profiles…). You are also told in which airport are you going to fly from that day, the SID clearance and the METAR. In my case it was Liverpool RWY 27, SID WAL2T, and the met conditions were 300/10KT 8000 OVC008.
Then I went into the tech/personal interview, and the questions I can remember are:
Cruising altitude along a transatlantic flight
VOR range
INS, IRS
Great circle/rhumb line
They would draw a great circle in the northern hemisphere curved towards the Equator. It is wrong and explain why.
Is it faster to travel over the Atlantic westbound or eastbound?
737 pax, engines, absolute ceiling, flight controls, hydraulic systems and pressure
Some basic questions about my MEP aircraft during flight training
Type and number of fleet in RYR.
Why do you want to work for RYR?
Have you applied to other airlines? Which ones?
Do you have any friends working in RYR?
How can your academic background help you in the cockpit?
When can you start? Base preferences?
Can you self-fund your TR?
Also a presentation about myself and some political information about my country.
After that, we went into the sim. Short departure briefing and then takeoff. Amended clearance during the SID, turn right hdg 360 and climb 5000 ft. Then some maneuvers (climb, descend, turn, increase/decrease speed). Then we were frozen and asked to point in the app plate where we were. After that, continue flying, asked QDM to the locator, and ATC called to clear us to fly inbound with a different QDM. When we were approaching the locator, ATC clearance to hold, asked which entry into the hold and suddenly the assessor acting as cabin crew no. 1 comes and says we have a fire onboard, or that we have a dying passenger. Hand over control to the PM, brief DODAR, NITS, take back control, declare mayday or pan pan and ask for vectors to come back to land. ATC will probably answer that vectors are unavailable and probably give you an undesired clearance, so don’t be pleased with it. Request what you want. Then raw data full NDB ILS procedure to land again in RWY 27 Liverpool, and ILS failure on final approach. We were visual so decided to continue. My partner got roughly the same exercises, changing altitudes, headings, QDM, type of emergency…
Bear in mind that you are assessed both as PF and as PM, they want to see good CRM. It’s not a big deal if your handling skills aren’t perfect, after all, you are not type rated. What matters is that both of you have good communication. If you make a mistake (turn the wrong side into the holding entry, have difficulty finding that new QDM, or struggle to follow the ILS) it won’t be that important if your partner corrects you. It is OK to ask your partner to advise you before a turn, when to deploy the flaps… So try to release workload when acting as PF.
Also the briefings are important. Although you don’t have much time to do them, since you won’t be for long in the simulator, make good and concise briefings in a methodic manner and try not to forget any important aspect (MHA, max speeds…)
Best of luck to all of you
thank you
Join Date: Aug 2016
Location: France
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Hey guys,
one question please guys I had the mail for the phone interview in the 14 coming days, how long have you been waiting for the call ?
Thank you
Best of luck to all of you
one question please guys I had the mail for the phone interview in the 14 coming days, how long have you been waiting for the call ?
Thank you
Best of luck to all of you
Join Date: May 2015
Location: Norway
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Mario21, They called me 2 days after I received the email.
I have attended to the phone interview and they told me to expect a call or email with the interview date. I dont know if thats a negative sign, but I havent heard anything after the phone interview for like 4-5 days now....
I have attended to the phone interview and they told me to expect a call or email with the interview date. I dont know if thats a negative sign, but I havent heard anything after the phone interview for like 4-5 days now....
Join Date: Sep 2011
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I had the call 5 days after the mail but missed it.
I emailed as instructed to be called again. They called me again 3 days later and did the phone interview. It was as previously described in this forum. She read a text twice and asked few questions about it. The text was easy but her strong indian accent wasn't so easy to understand, I missed the point sometimes !
It seems I am in the same case as some people here, I didn't get any assessment date. She told me I will be contacted by phone/email.
I have been waiting for 3 days now, hope I am not out
Any news from the guys who were in this case as well ? did they contact you again ?
I emailed as instructed to be called again. They called me again 3 days later and did the phone interview. It was as previously described in this forum. She read a text twice and asked few questions about it. The text was easy but her strong indian accent wasn't so easy to understand, I missed the point sometimes !
It seems I am in the same case as some people here, I didn't get any assessment date. She told me I will be contacted by phone/email.
I have been waiting for 3 days now, hope I am not out
Any news from the guys who were in this case as well ? did they contact you again ?
Join Date: Jul 2012
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Hello all,
I got the first email the 22th of August in the morning and the phone interview the same day in the afternoon
She also told me at the end of the phone call that she will call me back soon.
I got a new phone call the 24th and they invited me for the interview the 7th of September
So don't worry this is normal and it doesn't mean that you have failed the phone interview
I got the first email the 22th of August in the morning and the phone interview the same day in the afternoon
She also told me at the end of the phone call that she will call me back soon.
I got a new phone call the 24th and they invited me for the interview the 7th of September
So don't worry this is normal and it doesn't mean that you have failed the phone interview