Ryanair interview
Join Date: Nov 1999
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Nej tack!
Jag säljer hellre av grejer och kör tunnelbana eller buss än tar ett jobb på Ryanair.
Är det fler som delar min uppfattning, eller är det en något lyxig uppfattning jag har?
Är det fler som delar min uppfattning, eller är det en något lyxig uppfattning jag har?
Join Date: Dec 1999
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Depends? If you are of such financial freedom, then it certainly becomes your choice.
I work for one of the low cost carriers in the US and while it is not UAL, which btw is in chapter 11, it truly is a great job. Bunch of god people and good money.
Ryanair will never be SAS and there are some good in that. An honest day of work for an honest day of pay seems to fit the bill at Ryanair.
Before I get flamed by the people working for the National carriers, I will put on my flameretardant suit!
I work for one of the low cost carriers in the US and while it is not UAL, which btw is in chapter 11, it truly is a great job. Bunch of god people and good money.
Ryanair will never be SAS and there are some good in that. An honest day of work for an honest day of pay seems to fit the bill at Ryanair.
Before I get flamed by the people working for the National carriers, I will put on my flameretardant suit!
Join Date: Jun 2001
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Hi Diesel8, jeg har et spørgsmål jeg tror du kan svare på.
Hvordan fungerer det med det papirløse cockpit og selskab?. Jeg kan forstå at i har alle jeres manualer på en laptop.
Jeg spørger fordi mit eget outfit har planer i samme retning.
Hvordan fungerer det med det papirløse cockpit og selskab?. Jeg kan forstå at i har alle jeres manualer på en laptop.
Jeg spørger fordi mit eget outfit har planer i samme retning.
Join Date: Aug 1999
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Hvad kan jeg forvente?
For lige at være en smule seriøs....
Interviewet består af to dele.
1.
Denne del består af en samtale med en repræsentant fra personaleafdelingen - som regel Declan Dooney. Yderligere er der som regel også en samtale med en pilot, hvis opgave det er at finde ud af, om det du siger passer med din erfaring, logbog etc. Med andre ord - vil han sidde på flightdeck med netop dig i 10 timer.
2.
Denne del er det der kaldes det tekniske interview. Interviewet foregår oftest i Ryanair simulatorcenter i East Midlands EMA, eller i et kontor på Stansted lufthavn. Interviewet foretages af cheinstrukøren på B737-800 (Harun Cordan) eller en Linetraining instructor.
Her forsøger de at finde ud af din tekniske viden om flyvning - specielt B737NG.
Ryanair er et "Anglofilt" selskab, hvilket vil sige, at man ikke som i Skandinavien forventer, at piloten kan finde svaret i bogen - men derimod ved svaret "by heart".
Altså - frem med Volume 1 og 2 og læs.....
3.
Beståes dette så er det tid til et simulator check. Dette er ganske enkelt og tager som regel ikke mere end 20 minutter. Øv jer i manual flying (ingen FD, A/P eller MAP mode).
Kan vidst ikke komme i tanke om mere at fortælle.
Good luck
Interviewet består af to dele.
1.
Denne del består af en samtale med en repræsentant fra personaleafdelingen - som regel Declan Dooney. Yderligere er der som regel også en samtale med en pilot, hvis opgave det er at finde ud af, om det du siger passer med din erfaring, logbog etc. Med andre ord - vil han sidde på flightdeck med netop dig i 10 timer.
2.
Denne del er det der kaldes det tekniske interview. Interviewet foregår oftest i Ryanair simulatorcenter i East Midlands EMA, eller i et kontor på Stansted lufthavn. Interviewet foretages af cheinstrukøren på B737-800 (Harun Cordan) eller en Linetraining instructor.
Her forsøger de at finde ud af din tekniske viden om flyvning - specielt B737NG.
Ryanair er et "Anglofilt" selskab, hvilket vil sige, at man ikke som i Skandinavien forventer, at piloten kan finde svaret i bogen - men derimod ved svaret "by heart".
Altså - frem med Volume 1 og 2 og læs.....
3.
Beståes dette så er det tid til et simulator check. Dette er ganske enkelt og tager som regel ikke mere end 20 minutter. Øv jer i manual flying (ingen FD, A/P eller MAP mode).
Kan vidst ikke komme i tanke om mere at fortælle.
Good luck
Join Date: Nov 2002
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Hi Scandinavian.
Do you know if those boys and girls that was interviewed in CPH
at the Ryan roadshow have had their tech. interview yet?
Have they been notefied who made it to the second round and so on?
Do you know if those boys and girls that was interviewed in CPH
at the Ryan roadshow have had their tech. interview yet?
Have they been notefied who made it to the second round and so on?
Last edited by Atlantic-Coast; 15th Dec 2002 at 19:23.
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Flapsfull
3 months ago, I had a similiar attitude towards FR as you. I must say that after having logged 150 hours with them (in 1.5 months!) it has changed a bit. There are still aspects about the operation that I do not agree with, but to think that it is a 'cowboy' outfit is not correct. SOPs are quite extensive and would trap many errors. They have recruited a lot of low time pilots and SOPs do reflect this experience level. I have not flown with one pilot yet that was unsafe in any manner or acted like a cowboy. Everyone was as sound as any pilot I have flown with in my career. You get paid well and you work hard for it. I am only here on a short term contract, and have not yet decided if it is my cup of tea, but it is as good a workplace as anywhere else. Also, in the nature of flying to offbeat airports you get plenty of handling experience and fly loads of circling and other non precision approaches. The copilots scale is only three years, so you can expect to be put through a command process fairly soon after passing 3000 hours. In SAS and other national flag carriers you are looking at at least 7-8 years to command. The equipment is brand new, in the past week I have flown aircraft with 20, 60 and 110 hours total time on three of my days work.
Rumours are that Skavsta will named the latest continental hub in January.
DB
3 months ago, I had a similiar attitude towards FR as you. I must say that after having logged 150 hours with them (in 1.5 months!) it has changed a bit. There are still aspects about the operation that I do not agree with, but to think that it is a 'cowboy' outfit is not correct. SOPs are quite extensive and would trap many errors. They have recruited a lot of low time pilots and SOPs do reflect this experience level. I have not flown with one pilot yet that was unsafe in any manner or acted like a cowboy. Everyone was as sound as any pilot I have flown with in my career. You get paid well and you work hard for it. I am only here on a short term contract, and have not yet decided if it is my cup of tea, but it is as good a workplace as anywhere else. Also, in the nature of flying to offbeat airports you get plenty of handling experience and fly loads of circling and other non precision approaches. The copilots scale is only three years, so you can expect to be put through a command process fairly soon after passing 3000 hours. In SAS and other national flag carriers you are looking at at least 7-8 years to command. The equipment is brand new, in the past week I have flown aircraft with 20, 60 and 110 hours total time on three of my days work.
Rumours are that Skavsta will named the latest continental hub in January.
DB
Atlantic coast
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Ahh yes.. Ryanair... Now that's an airline that i'll never fly with...
I'll just quote todays "event":
The Commander on a soon to depart Ryanair-flight contacts de-iceing over the VHF, and request that one of the sprayers come to the aircraft.
A sprayer is sent to the aircraft with a de-iceing truck, and is met by the Commander with the following statement:
"Heyh! You see... I'm from Brazil, and i dunno **** about ice... Could you tell me if i need to de-ice or not?"
Now.. The answer to that question was simple:
No precipitation= Full de-iceing
With precipitation= Full anti-iceing
At least nobody can say that the sprayer made the wrong call since he made the safe one... ....but he who made the decision to send a commander that was unfamiliar with the concept of contaminated wings, to a destination that will usually result in frost on the wings of the 737 on a short turnaround.... ...that's the guy who made the bad call in my opinion....
The Commander on a soon to depart Ryanair-flight contacts de-iceing over the VHF, and request that one of the sprayers come to the aircraft.
A sprayer is sent to the aircraft with a de-iceing truck, and is met by the Commander with the following statement:
"Heyh! You see... I'm from Brazil, and i dunno **** about ice... Could you tell me if i need to de-ice or not?"
Now.. The answer to that question was simple:
No precipitation= Full de-iceing
With precipitation= Full anti-iceing
At least nobody can say that the sprayer made the wrong call since he made the safe one... ....but he who made the decision to send a commander that was unfamiliar with the concept of contaminated wings, to a destination that will usually result in frost on the wings of the 737 on a short turnaround.... ...that's the guy who made the bad call in my opinion....
aka Capt PPRuNe
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Bartender, would you swear that you personally witnessed this event? If not then I suggest you stop relying on hearsay. Like Chinese whispers, these myths mutate as the get passed from person to person and unless you are the one who actually witnessed the event then it is probably just scurrilous rumourmongering. 
To cast aspersions on a professional pilot just because he is Brazilian is an insult. Do you have any idea what is required for a Brazilian to get his ATPL in the first place and then to convert it to a JAA one?
To cast aspersions on a professional pilot just because he is Brazilian is an insult. Do you have any idea what is required for a Brazilian to get his ATPL in the first place and then to convert it to a JAA one?
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Brazilian
Hi Danny,
Very nice.....
- and just for information - to my knowledge, there is not any pilots from Brazil in Ryanair, but from more than 22 other nice and interesting contries.
Happy Xmas to everybody
Very nice.....
- and just for information - to my knowledge, there is not any pilots from Brazil in Ryanair, but from more than 22 other nice and interesting contries.
Happy Xmas to everybody
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Danny: Sure i'll swear to it! I was standing in front of said pilot when he said it... ..and for the record:
I do not have anything against Brazilian pilots. I do however have problems with pilots who have to ask a sprayer about the operational limitations (contaminated wings) on a Boeing 737-800... The only thing a sprayer knows about contaminated wings on a Boeing is how to clean it. The pilot however should be able to decide if his plane is safe to fly or not... ..or?
Scandinavian: If so, this guy was even more disoriented than i first imagined..
If the man says he's Brazilian i assume the man isn't lying... ...and if there are no Brazilians working for Ryanair, what on earth was a pilot claiming to be from Brazil doing flying around in EI-CTA?
I do not have anything against Brazilian pilots. I do however have problems with pilots who have to ask a sprayer about the operational limitations (contaminated wings) on a Boeing 737-800... The only thing a sprayer knows about contaminated wings on a Boeing is how to clean it. The pilot however should be able to decide if his plane is safe to fly or not... ..or?
Scandinavian: If so, this guy was even more disoriented than i first imagined..
If the man says he's Brazilian i assume the man isn't lying... ...and if there are no Brazilians working for Ryanair, what on earth was a pilot claiming to be from Brazil doing flying around in EI-CTA?
Last edited by The Bartender; 22nd Dec 2002 at 20:53.
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Hey Bartender do you know how many pilots don't know the answer and leave it to the Stationmanager. It is good CRM to make clear that somebody has a void in his knowledge(as we all do!).
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My fellow scandinavians must have done ok cause the following was postet on Ryans website "Due to the outstanding success of our Copenhagen Roadshow, we are only interviewing CAPTAINS at our Cologne roadshow although First Officers are welcome to attend the presentations."
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Hey Aviationtrainer,
Let´s forget this particular flight, (if it´s Ryanair or if it´s a Brazilian Capt. I couldn´t care less), but please let´s agree that I could expect a Commander on any aircraft to know when it´s time to de-ice!
That´s not a stationmanagers job. Oh yes, a mechanic could let me know of the need, if he was doing the walkaround, but I would expect ANY Commander of an aircraft operating in these parts of the world to know, when to go spray the thing or not!
Rgds Zico.
ps , On the other hand,... please, I´ve jumpseated with Brazilian pilots more times than I care to count. Their professionalism and skill has never left any doubt in me, that they´re every bit as good as any of us up here!
Let´s forget this particular flight, (if it´s Ryanair or if it´s a Brazilian Capt. I couldn´t care less), but please let´s agree that I could expect a Commander on any aircraft to know when it´s time to de-ice!
That´s not a stationmanagers job. Oh yes, a mechanic could let me know of the need, if he was doing the walkaround, but I would expect ANY Commander of an aircraft operating in these parts of the world to know, when to go spray the thing or not!
Rgds Zico.
ps , On the other hand,... please, I´ve jumpseated with Brazilian pilots more times than I care to count. Their professionalism and skill has never left any doubt in me, that they´re every bit as good as any of us up here!
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Hey Zico,
I agree that any Capt should know it! But how many do know the exact requirements when to use de- vs anti ice, the time between de-ice and starting etc. What I mean to say is we learn an awfull lot in the ATPL days but do you recall all on the line??? If you do you are superman.. and in that case you will never ask. What I teach everybody: when in doubt only the tiniest bit: ASK!
I agree that any Capt should know it! But how many do know the exact requirements when to use de- vs anti ice, the time between de-ice and starting etc. What I mean to say is we learn an awfull lot in the ATPL days but do you recall all on the line??? If you do you are superman.. and in that case you will never ask. What I teach everybody: when in doubt only the tiniest bit: ASK!