Just the kind of info I need! Thank you very much! If anyone knows anything about the interview or if there are other types of tests, I will be very gratefull!

May i ask you if you did your training at Sas academy? Can you tell me via private message how you managed to get the interview?¿?¿ please

Could you PM me regarding your comments on the 12 guys who have gone through the 737TR with Gecat and the current EZY job situation please!

Cheers

Solo si

I would be very happy to recieve some info too..

Thank you
/
dankersoe

Hi jumbo-clingfilm, I have to do the sim test next week.
Can you tell me which departure you flew?

Regards

Le Sok:)

JUMBOCLING film? why arent u replying to this topic u started off? i see your still posting in the naples forum at http://www.pprune.org/forums/showthr...=213502&page=5

can you give us some information on the contract ryanair offered you?


any one else further information regarding ryanair paying for newly quailfied pilots>?

rdgs.

Here's a couple of threads you might like to read:

Ryanair - A Guide for Prospective Pilot Employees

Ryanair Pay for New Joiners

If you really want to find out what Ryanair are actually like to work for, these two threads will open your eyes. But I wonder how many will just simpy not beleive it and try and go there anyway?

Scroggs

Scroggs,
Thanks for your thread regarding Ryanair and their quite unbelievable terms and conditions. Where is all this going in terms of career progression and stability for new Pilots? I will praise any successful business for providing a good service to it's staff and customers, however, are people so desperate to work and sell their soul to MOL, just to sit in the RHS of an aeroplane? I live and work at STN and it's an expensive part of the country to live in, even on a half decent salary. How do these guys manage to put food on the table and live...it baffles me?
We have all made big sacrifices to get ourselves into an employable position, however, when does it all stop and life begin, when you join a company like FR?
I don't always agree with you Scroggs, but you have my 100% backing with your comments. I just wish a European law would put an end to these contracts, and pay and treat people properly.
The whole industry is completely money and profit orientated and the staff come a bad second to ' the bottom line'. I'm sorry to say!

Well thats a good question, and the fact of the matter is many of our cadets cannot afford to live on the crap wages they are given. There have been several reports of guys nearly going bankrupt waiting 10months for line training (all unpaid of course!) and having to sleep in the crewroom or in their cars!

10 month for line training :confused: that sound strange, especially for a cadet which have few experience and will probably need training after having waited so long after the type rating.

Its not that strange when you think about it thunderbird! The cadets are at the very back of the cue in Ryanair, as we need as many people on line as quickly as possible, to fly the new planes that are sitting on the ground (not that IAA will give us an AOC to fly more than 99 aircraft at the moment! but that an entirely new thread!) and plug the gaps of the many people leaving. And a cadet takes alot longer to get to line check standard than somebody who is already rated with experience. For instance I joined with a rating and experience back in april 05 and finished my sim check ground school line check etc all within about 5 weeks (which is very fast). But I got my mate a cadet a job and he was due to start in June but he didn't and he has only just now got his line check coming up tommorow. So i know first hand that guys waiting around for ages is definately true! Some guys even face the situation of having to do the sim all again as they are not going to do the base check within 6months of their LST, so they wouldnt be able to put the rating on their licence:oh:

I just looked again at Ryanair's website,it seems that the only way for a low time pilot to apply is to go through two schools that are conducting pilot assesments.It states very clear that the succesful applicants will have to fund their rating.Anyone knows how much would be the cost?Would they help the pilot getting a loan or facilitate by covering the cost and make him sign a bond?

Ryanair interview...PLEASE HELP ME!!!
 

What I should expect in sim assessment?
IFR procedures in Leeds Airport?
take off from rwy 14 or 32?
Single or both engine ILS?

And what about tech interview?

Leeds, runway used differs but expect the SID with the most demanding work load - ie VOR frequency changes etc. After SID expect general handling followed by self position to S/E ILS. Looking for general flying skills, CRM - use the PNF eg "give me manchester VOR on NAV 1".

Interview - know your current a/c type. If G/A, don't try to bluff Interviewer on G/A tech as two of the three interviewers are IAA examiners as well as FR TRE's! If you don't know an answer say so.

Don't know any of the other types of questions asked at interview as have not done one, maybe someone else on this forum could help.

I know some mates who had (and still have) a 737 rating and were called to the assessment at ryanair. Out of 5 people, none of them made it. Comparing this to the fact that another bunch of mates not in posession of a 737 rating did the assessment and made it through, I smell something fishy...
I believe that the sim-assessment is set to much harder tolerances for people with a 737 rating than for those without. Therefore, I think buying a TR completely solo and heading off to FR is probably the worst idea ever.
/LnS

still looking for the anwer how they help ie. bonding or self sponsorship. There must be people out who are starting with them who can say more about how they financed there training and about the process of getting in.

Ryanair waiting list
 

Hi all, just a quick one- does anyone know if there's much of a wait to start line training after completion of type rating with ryanair? I heard that line training would commence immediately but just heard a rumour that pilots are waiting ages. Any ideas?

Thanks, BBear

ps. this isn't an invite to start abusing the company and tell others how foolish you'd be to join them, it's purely a query, thanks!

Yes is the short answer. Up to 9 months if your very unlucky.

http://www.pprune.org/forums/showthread.php?t=201216

http://www.pprune.org/forums/showthread.php?t=201093

http://www.pprune.org/forums/showthread.php?t=208754

Read those threads very carefully.

Snake80, I can sense you're nervous, everyone is at the initial stage but don't get to worked up.

Leeds is currently commonly used though it can vary and is down to the examiners discretion on the day. The most important thing is to try and realx as much as is possible have good CRM and be confident, give a good brief etc. even if you screw something up (I did on 2 manoeuvers initially) don't panic, just say "correcting" and make the changes to get the aircraft back on profile. If you go a bit fast, high/low, left/right they will forgive you if you pick it up and do soemthing about it. If you just sit there and exept the error or panic you will do yourself no favours. They are not looking for perfection.

As for the tech interview, you really must learn the last/current aircraft you flew inside out, they will test you on it. Type of engine normally aspirated / fuel injected??, is it a radial? how many cylinders? nose strut compression pressure? type of wing and flaps. What are the advantages of certain flaps. How much fuel can it hold, max distance/time. These may not be exact questions but similar things have been asked and they will expect you to know your last aircraft inside out. And you will be surprised how much knowlege they have and how many people fall down on this stage not the sim or interview.

I know that one examiner asked a friend in the classroom to brief him as best he could for a VOR approach to RW16 at Dublin. This again may not be asked but it has been and the VOR has an intermediate hard altitude and the VOR is a few miles from the runway (5 from memory) so you will get decreasing mileage to the VOR and then increasing mileage away from the VOR before you reach MDA 5 miles from VOR.

If you get similar or for you sim for another airport/approach I would suggest you do this in a logical flow

first plate brief: "read off top line left to right" VOR app to RW16 VOR freq, inbound course, Int hard alt, MDA, MSA in all sectors you will pass through on approach or poss go around. You then brief the go around procedure. just read the text, then skip the main part of the plate (for now) that shows the lateral and vertical profile.

Down to the bottom brief the min Viz/RVR (CAT c aircraft) and the MDA will also be shown there. plate brief done.

Second actions brief: (you will not be expected to know when to configure but points scoring helps and this should impress him/her) using the main part of the plate (vertical/lateral profile) say what you'll do at certain points.

i.e about 15 miles from touchdown I will reduce to 220 KTS, 12 miles from touchdown I will reduce speed and select flaps 1 and then 5. ( Now if you get the Dublin VOR Q it is a GOTCHA as the VOR is set off the Airfield your 15 miles from touchdown will be 10 miles from VOR). You are unlikely to have to fly it, I expect you will get standard CAT1 ILS. Continue with explainong how you would initially dial up the intermediate hard altitiude in the altitiude window and once you had passed you would then select final MDA and you would ask the instructor (non handling pilot) to monitor the descent from the plate for each of the last 5 miles and call out whether high or low so you could theoretically make corrections accordingly (i.e if at 4 miles you should be 1850ft and 3 miles 1200ft on the chart he/she may call "4 miles 1950 you are 100ft high" to which would call "correcting" and slightly increase decent. If they call " 3 miles 1100ft 100 ft low" you call "correcting" and slightly reduce ROD).
At or before MDA you would either disconnect and land or execute the go around as briefied earlier.

the most important thing to say (good CRM point) at the end when you think you've done any brief real or classroom is

"Have I missed anything important, do you have any advice/experience you may like to include" or words to that effect.

This may all be to much to take in, if so I am sorry, the VOR Dub example may not come up for you. Learn your last aircraft, try to enjoy it and GOOD LUCK ;)

Don't make it too big here guys. The hard part is indeed the simulator. Don't freak about making a rock solid performing nailing every alt and speed because if you're a low timer you won't. However, as said before, the do look at your flying skills from a more general view (How do you handle the engine fail, are flying jerky, initiating a G/A if not established etc). Try to nail THAT instead.

As far as the interview goes it is very different depending on who you do it with. Again, nothing too fancy here. No trick questions and no bull shi***. If you're a low-timer they won't come after with you detailed questions regarding your previous a/c. Most of the interview is paper work anyway. The personal interview was nothing too hard either. Some annoying questions like "why should we hire you" or "how do you deal with frustration in life" but in general the guys meant no harm :)

To sum up: Do good in the Sim and stay calm during the interviews. I found the sim extremely difficult but not impossible...I got accepted with a TT of 255h so you can too :cool: