RECURRENT SIMULATOR

TRAINING

STUDENT NOTES
REVISION 3.0
Prepared by:
Jonathan Lloyd
Project SFI
Approved by:
Captain Ross Dickie
Chief Instructor - Simulator
Issued by:
Captain Senan O’Shea
Head of Training

© Ryanair 2020
Revisions
Revised Pages
Page Rev Description Date
ALL 1.0 INITIAL PUBLICATION 01/09/2020

25,
28,29, 2.0 Changes to Threats 15/09/2020
30

27-30 3.0 Updated guidance for Iraklion RNV Visual approach 07/10/2020
NOTE: CHANGES ARE HIGHLIGHTED WITH RED CHANGE BARS

Note

The purpose of this document and any associated annexes is to provide some guidance only on the topic.
It should be viewed in conjunction with the appropriate approved publications.

This document does not replace any official and more detailed information contained in the applicable
Operations Manuals, Boeing FCOM’s, Boeing FCTM or other official approved publications.

Where any conflict arises between the guidance in this document and the contents of official publications,
then the information contained in the official publications takes precedence.

2
Contents
Revisions ..................................................................................................................................................................... 2
Note ............................................................................................................................................................................ 2
Contents ..................................................................................................................................................................... 3
Applicability ................................................................................................................................................................ 4
Introduction ................................................................................................................................................................ 4
Ryanair Group Corporate Safety Strategy 2020 ......................................................................................................... 5
Training and Checking Schedule................................................................................................................................. 6
Study Material ............................................................................................................................................................ 7
Airspeed Unreliable .................................................................................................................................................... 8
Pilot Incapacitation ..................................................................................................................................................... 9
Windshear................................................................................................................................................................. 10
Tailstrike.................................................................................................................................................................... 11
Crosswind Takeoff and Landing................................................................................................................................ 12
Bounced Landing Recovery ...................................................................................................................................... 13
Engine Failure During the Cruise .............................................................................................................................. 14
Engine Failure on Final Approach ............................................................................................................................. 15
Overweight Landing.................................................................................................................................................. 16
Turbulence Penetration............................................................................................................................................ 17
Low Altitude Go Around ........................................................................................................................................... 18
Circling Approach to a Non-Reciprocal Runway....................................................................................................... 19
Stall Prevention and Recovery.................................................................................................................................. 20
High Altitude Operations .......................................................................................................................................... 21
Icing and Contamination effects ............................................................................................................................. 23
Oxygen Mask Panel................................................................................................................................................... 24
RYR RNV Visual.......................................................................................................................................................... 25
Sidestep Manoeuvre................................................................................................................................................. 31
Anti-Collision Light .................................................................................................................................................... 32
Rapid Disembarkation .............................................................................................................................................. 33
Engine Out Instrument Departure (EOSID) .............................................................................................................. 34
Recurrent Simulator Training (RST) Preparation ...................................................................................................... 37
Appendix C – Recurrent Simulator Training Documentation................................................................................... 38

3
Applicability
The following notes have been prepared by the Ryanair Training Department for use in the following AOCs:
• Ryanair DAC
• Ryanair UK
• Malta Air
• Buzz

Where a difference arises between these notes and the respective AOC’s Operations Manuals the AOC’s
Operations Manuals will take precedence.

Introduction
This document contains essential RST 4 pre-simulator study material. The following document and associated
eLearning course must be studied in detail prior to attending your simulator training and checking event. Ensure
that you plan ahead and study well. All pilots are required to present their eLearning course completion certificate
to the examiner conducting your check.

As well as these notes and the associated eLearning course, you can also read the following documents to help
you prepare – these are particularly important to read if this is one of your first recurrent simulator sessions:

• The general guide to Recurrent Training and Checking;

• LPC/OPC Preparation;
• Common Weak Areas;
• Simulator Study Guide.

All pilots must complete the RST 4 specific pre-course preparation material and modules available in the
‘Recurrent Simulator Training 4 2020’ eLearning course (http://fopstraining.ryanair.com).

On completion all pilots must present the course completion certificate found at the end of the eLearning course
to the examiner conducting the simulator check (this can be loaded on your EFB and saved).

The purpose of this study guide is to give an overview of the training day. It contains background information
relevant to the training exercises you will be completing and should be studied with reference to the relevant
Boeing Flight Crew Operations Manuals and the respective Operations Manuals.

For information regarding common weak areas, as observed by TREs during the LPC/OPC, please see the Common
Weak Areas Guide - use this information to help you prepare for your LPC/OPC.

For information regarding the administration, planning and licensing requirements please see the General Guide
to Recurrent Training and Checking. This includes details of what to bring to the training and checking days and
also a FAQ section.

4
Ryanair Group Corporate Safety Strategy 2020

Safety Management System

The Ryanair Group and European Regulators identified the following KORAs for this flying year:
KORA RYR EASA IAA
Aircraft Fire (F-NI)   
Bird Strike (BIRD)  
Controlled Flight into Terrain (CFIT)   
Ground Collision (GCOL)  
High Energy Approach (HEA) 
Loss of Control In-Flight (LOC-I)   
Mid Air Collision (MAC)   
Runway Excursion (RE)   
Runway Incursion (RI)   
Safety of Ground Operations (RAMP,ICE)  

Where you see the SMS logo in these notes it indicates this training or checking item has been included as a result
of an analysis of our SMS by training managers or has been identified as a KORA in the strategy.

Certain elements of this training relate specifically to KORAs and will be emphasized during training. The Instructor
will explore the crew’s understanding of these important risk areas and educate where necessary. Safety in the
Ryanair Group is achieved through a systematic, proactive and documented approach.

5
Training and Checking Schedule
DAY DURATION TRAINING EXERCISE

LOFT to include:
CRM:
LOS/CRM/TECH Exercises
Ryanair Safety Culture
B Max X-Wind
Briefing = 01:30 Shared Situation Awareness,
R Tailstrike Avoidance
DAY 1 Information Acquisition and
Simulator = 04:40 E Airspeed Unreliable
(TRAINING) Processing
A High Altitude Ops
Debriefing = 01:00 Type Specific Differences
K Sidestep Approach
Technical Systems:
Tailstrike on Landing Prevention
Anti-Ice / Rain
Flight Instruments / Displays

B
Briefing = 01:00 R
DAY 2
Simulator = 04:40 LPC/OPC (Pilot 1) E LPC/OPC (Pilot 2)
(CHECKING) A
Debriefing = 01:00
K

Report Times:
Day 1 – Recurrent Simulator Training 4 – 1:30h prior to scheduled simulator session.
Day 2 – Licence Proficiency Check / Operator Proficiency Check – 01:00h prior to scheduled simulator session.

Briefings will start at the report time – You must be punctual.

6
Study Material

How to Study using eLearning

eLearning courses should be completed in modules, at your own pace over an extended period of time. It is
possible to complete it in a shorter time, but this is not optimal. Leaving it until shortly before your check is not
recommended. Plan ahead and complete it in stages.

Quizzes can be completed over time as long as the quiz is not “SUBMITTED”. The quiz will remain open and any
answers will be saved, allowing multiple visits to the quiz before final submission.

Use the eLearning website as a resource. There are other training presentations available that may be viewed at
any time such as Performance, Winter Ops, CRM, technical refreshers and various videos.

What to study
Your study should not be limited to just the eLearning course. Crew can use all the information found on Docunet
and other eLearning courses. The Training Department recommend that you focus your studies on the areas listed
below plus any subjects that you know you are weaker in. Arriving well prepared is usually a good foundation to
getting good grades during your simulator training and check.

Areas to study (But not limited to):

Crew Resource Management

Ryanair Safety Culture, SOPs and Organisational Factors
Situation Awareness, Information Acquisition and Processing
Shared Situation Awareness, Shared Information Acquisition and
Processing
Specific Type Related Differences
Technical Refreshers
Chapter 3 – Anti-ice, Rain
Chapter 10 – Flight Instruments and Displays
Operational Training
UPRT - Aerodynamics
Flight Deck Window Damage
Fuel Management

These notes have been created as a summary of the topics covered during RST 4. Each
topic has a Required Study Area section. The Required Study Areas indicate the further
reading that is required on each subject prior to attending the RST

7
 Required Study Areas
Airspeed Unreliable
Airspeed Unreliable
Sim Study Guide – Airspeed Unreliable

THREATS CRM Focus Areas QRH.10.1 – Airspeed unreliable (Memory Items)

- No aural warnings - Communication
- Insidious in nature - Situation Awareness PI-QRH.20.1 Flight with unreliable airspeed table
- Can develop quickly - Information Processing
in the performance inflight chapter of the QRH
- Decision Making
- IMC
FCTM - Non-Normal Operations – Airspeed Unreliable

Key Focus Areas

Recognise – prompt recognition is key to a positive outcome

• May see an “IAS Disagree” message on the PFD
• May or may not see a difference in airspeed indications between Captain, FO and Standby instruments
• Pitch attitude is not consistent with phase of flight, altitude, thrust and weight or noise or low frequency buffeting is experienced
Maintain control of the aircraft - AVIATE
• Memory Items – pitch and thrust settings will keep the aircraft safely within the flight envelope.
o Flaps up- 4°NUP and 75%N1 / Flaps Extended-10°NUP and 80%N1
o Pitch and thrust settings are calculated for landing gear retracted.
• Complete airspeed unreliable QRH NNC and other associated checklists
• Information that is reliable: N1, Groundspeed, Attitude and Radio Altitude (Below 2500ft RA)
• IAS/Mach will overread in the climb and under read in the descent
• Altitude and IVSI may be unreliable depending on the failure but are more susceptible to error with a static blockage
QRH and NNC
• Ensure that the performance inflight sections of the QRH are referenced when determining the failed source
• Trim the aircraft and allow the airspeed to stabilise before comparing the airspeed indications with the PI table
• The airplane is considered stabilized when the thrust and pitch have been set, and the pitch is trimmed with no further trim
movement needed to maintain the pitch setting. This is not an instantaneous process and must be complete before comparing
indicated and expected airspeeds for accurate results.
• When changing phase of flight or airplane configuration, make initial thrust change, set pitch attitude, configure the airplane as
needed, then recheck thrust and pitch, and trim as needed. Do not change configuration until the airplane is trimmed and
stabilized at the current configuration.
• Consider the FCTM for further guidance
Communicate to ATC – Minimum Pan Call
• Altitude may be unreliable and memory items will often lead to a climb or descent. Request block altitudes from ATC.
• Delaying vectors / Long Final
Other Considerations
• Precision approach is desirable
• No Autopilot, FD’s or autothrottle available
• TO/GA is unreliable for the go around
• Stick Shaker/Overspeed warning may sound erroneously
• Good knowledge of basic pitch and thrust settings are required when dealing with airspeed unreliable
• Plan ahead as much as possible when using the performance inflight tables
Recent line events have highlighted that an EEC alert during taxi out can be associated with a blocked pitot probe. If you receive an
EEC alert during engine start or taxi out, return to stand and seek engineering support

8
 Required Study Areas
Pilot Incapacitation Sim Study Guide – Pilot Incapacitation
Pilot Incapacitation
LTSN – Pilot Incapacitation
THREATS CRM Focus Areas
- Subtle Incapacitation - Communication SEP 4.16.1 – Pilot Incapacitation
- Pilot close to controls - Situation Awareness
Ops Man A 8.3.14 – Pilot incapacitation
- Decision making
- Workload Management FCTM.1.47 – Pilot Incapacitation

Key Focus Points

IF YOU DON’T FEEL WELL – SAY SO
Types
• Subtle – most Dangerous and occurs more frequently
o Hypoxia, illness, disorientation etc
• Obvious
Once any crewmember is incapacitated that
o Loss of consciousness, severe pain or even death crewmember shall not resume duties for the
Recognition remainder of the flight, regardless of how
• Deviating or variating from normal procedures including: brief the incapacitation may have been.
o Missing Radio Calls
o Deviation from SOPs
o Deviation from flight profiles including cross checking of instruments
• May be verbally or visually obvious that the crew member is incapacitated I.e. writhing in pain, fits etc
• Two communication rule – suspected subtle incapacitation, if a crew member does not respond appropriately to two verbal
communications, OR a crewmember does not respond to a verbal communication associated with a significant deviation from a standard
profile.
o PM directs the attention to the PF to departures in SOPs
o If the above is not effective, then the PM must intervene and communicate clearly that they are taking control
Once incapacitation is recognised, take control of the aircraft – Aviate
• Position crew member away from the controls
• Check switch positions of essential controls especially pressurisation, AFDS status
Considerations
Navigate
• Flight path, terrain, airspace. If on approach, consider a go around
A Company qualified pilot
• Use the autopilot to reduce workload
who is fit to operate can
Communicate
assist and occupy a pilot
• Press attend and announce “No1 to the flight deck” using the PA
seat
• Allow No 1 into the flight deck. They will now carry out the incapacitation drill.
o Restrain crew member or remove crew member to provide medical
A Cabin crew member may
assistance. Cabin crew will seek assistance from medically qualified passengers
not occupy a pilot seat
• Declare a MAYDAY to ATC. Give as much information as possible.
Prepare for a safe landing – Divert to the nearest suitable airport
• Stay in your operating seat
• Consider an Autoland if operationally available
• Take your time to setup and prepare. DON’T RUSH
• Use company pilot or cabin crew to assist with checklists
• If occupying the RHS seat don’t attempt to taxi. Stop on the runway and shutdown. Consider starting the APU on the approach.

9
 Required Study Areas
Windshear
Windshear Sim Study Guide – Windshear

QRH MAN.1.9-1.12 - Windshear

THREATS CRM Focus Areas FCTM 7.25 - Windshear

-Strong & Gusty Winds -Workload Management
-Terrain -Communication Unacceptable flight path deviations are recognised as
-Situation Awareness uncontrolled changes from normal steady state flight conditions
below 1000 feet AGL, in excess of any of the following:
• 15 knots indicated airspeed
• 500 fpm vertical speed
Predictive windshear-WX radar generated • 5° pitch attitude
CAUTION • 1 dot displacement from the glideslope
• “MONITOR RADAR DISPLAY” • Unusual thrust lever position for a significant period of time.
o Manoeuvre as needed
WARNING Pilot Flying Pilot Monitoring
• “WINDSHEAR AHEAD, WINDSHEAR AHEAD” MANUAL FLIGHT • Verify maximum thrust.
o Before V1, RTO • Disengage autopilot. • Verify all needed actions have
o After V1, Windshear Escape Man • Push either TO/GA switch. been completed and call out
• “GO AROUND, WINDSHEAR AHEAD” • Aggressively apply maximum thrust any omissions.
o Perform Windshear Escape Man or • Disengage autothrottle.
o At pilot’s discretion a Go Around • Simultaneously roll wings level and
Some airfields can have spurious predictive windshear rotate toward an initial pitch
attitude
alerts as per the AFB. At the captain’s discretion the take-
of 15°.
off or approach may be continued.
• Retract speedbrakes.
• Follow flight director TO/GA
guidance
Actual Hard Windshear – EGPWS Generated (if available)
WARNING
AUTOMATIC FLIGHT • Verify GA thrust.
• Two tone siren and “WINDSHEAR, WINDSHEAR, • Push either TO/GA switch • Verify all needed actions have
WINDSHEAR” or • Verify TO/GA mode annunciation. been completed and call out
• Unacceptable flight path deviations • Verify GA thrust. any omissions.
o Perform the Windshear Escape Man • Retract speedbrakes.
• Monitor system performance
MANUAL OR AUTOMATIC FLIGHT • Monitor vertical speed and
Once clear of windshear, it is imperative that the aircraft
• Do not change flap or gear altitude.
energy state is brought under control. Max thrust will be
configuration until windshear is no • Call out any trend toward
set, airspeed may be rapidly increasing and climb rate may longer a factor. terrain contact, descending
be very high. Consider the following points • Monitor vertical speed and altitude. flight path, or significant
• If on approach, consider a go around • Do not attempt to regain lost airspeed changes.
o Promptly call flap 15 and make sure airspeed until windshear is no
thrust is brought back to go around longer
thrust (~90%) a factor
• If on takeoff consider setting approximately
15°NUP and reducing thrust to around 85%-90%
N1
Our SMS system trends indicate that whilst Windshear
escape manoeuvres are generally handled well the
transition to normal flight there afterwards can often be
mishandled

10
 Required Study Areas
Tailstrike
Tailstrike - Sim Study Guide
o Tailstrike Avoidance Techniques
o Tailstrike on Takeoff
THREATS CRM Focus Areas o Tailstrike QRH Checklist Review
- Tailwinds - Communication - LTSN
- Crosswinds - Decision making o Tailstrike avoidance on Takeoff and Landing
- Gusty winds o Tailstrike avoidance techniques
- TOW close to RTOW - FCTM.8.32 – Tailstrike
- QRH.15.6 - Tailstrike

Key Focus Points

Any one of the following conditions can be an indication of a tail strike during rotation or flare:
• a noticeable bump or jolt
• a scraping noise from the tail of the airplane
• pitch rate stopping momentarily
This may be noticed by the flight crew, cabin crew, ATC or Pilot Report

Takeoff Risk Factors Flaps 1 takeoff provides the

• Mis trimmed Stabiliser minimum tail clearance at 33cm.
• Rotation at improper speed Flaps 1 takeoffs are Captains only
• Trimming during rotation takeoffs.
• Excessive rotation rate
• Improper use of flight director
• Mishandling of crosswind
• Flaps 1 takeoff
Landing Risk Factors
• Unstabilised Approach
• Holding off in the flare
• Trimming during the flare
• Mishandling of crosswinds
• Over rotation during the go around

Note: Anytime fuselage contact is suspected or confirmed, accomplish the

appropriate NNC without delay

Tailstrike QRH Considerations

1. In MAN Mode the outflow valve switch is very sensitive. One push on the switch equates to approximately 500ft/min ROC/ROD
2. It is strongly advised that, subject to terrain and other considerations, the outflow valve is not opened until the aircraft is below
10,000ft to avoid inducing a depressurisation.
3. Boeing recommends that the aircraft is not climbed above 10,000ft if a tailstrike is suspected. The QRH checklist assumes that
the aircraft is not above 10,000ft

11
 Required Study Areas
Crosswind Takeoff
Crosswind andand
Takeoff Landing - Sim Study Guide
Landing o Crosswind Landing
o Crosswind Takeoff
CRM Focus Areas - LTSN - 6.10 - Crosswind landings
THREATS
- FCTM
- Strong & Gusty winds - Communication
o 3.14 - Crosswind Takeoff
-Wet/Contaminated - Decision making
o 6.44 - Crosswind Landing
RW - Situation Awareness
- OMB-Performance
o 5.0 - Crosswind Limitations
o Takeoff and Landing Performance Sections

Key Focus Points

For take-off and landing limitations see Ops manual part B - Performance

Takeoff
• Maintain the centreline with rudder. Rudder becomes more effective as IAS increases. Don’t pump the rudder.
• Apply the minimum aileron into wind to keep the wings level. Be aware spoilers will deploy at 10° Aileron deflection which has
not been accounted for in performance calculations
• Once airborne slowly neutralise the rudder and aileron input to transition from cross controls to crab into wind.
• Don’t rotate during a gust. Momentarily delay rotation
• Consider increasing the Vr speed as per OMB-P during gusty conditions. LTSN 1.11 can provide guidance on this.
• Do not rotate early or use a higher than normal rotation rate in an attempt to clear the ground

Landing
• De-crab during the flare
o Establish crab angle, keeping the wings level during the approach
o During the flare apply downwind rudder and into wind aileron to track the centreline and maintain wings level.
• Touchdown in Crab
o Recommended to be used on a slippery runway
o Allows for rapid spoiler and autobrake deployment
o Reduces drift on touchdown
o Prompt rudder and aileron input required on touchdown to maintain proper directional control
o Not recommended for dry runways as the aircraft will track upwind on landing which is undesirable
• Existing
Sideslip techniquedesigned
procedures is not approved for the
to reduce Ryanair Operations
risk of Tailstrike on takeoff and landings
• When flying with inexperienced co-pilots or a co-pilot newly converted onto
type, the Commander shall perform the take-off or landing himself when
crosswinds more than 2/3rds of limiting value
• Inexperienced co-pilots shall not conduct the landing when the crosswind is in
excess of 15kts during normal operation
• Flap 5 is the normal departure flap setting; flaps other than Flap 5 shall be used
when operationally necessary.
• If crosswind component is in excess of 10kt fixed derate is permitted, however
assumed temperature thrust reduction is not permitted. FCOM 1.21.23 provides
more guidance.
• All Flap 1 departures shall be flown by the Captain as PF

12
 Required Study Areas
Bounced Landing
Bounced LandingRecovery
Recovery
Sim Study Guide - Tailstrike on landing prevention

THREATS CRM Focus Areas LTSN - Tailstrike on landing prevention

- Tailwind - Communication
- Strong crosswind - Decision making FCTM.6.29 – Bounced Landing Recovery
- Gusty winds - Situation Awareness
- Auto Speedbrake

Key Focus Points

A bounced landing is defined as a landing where both main gears contact the ground and then both main gears leave the ground
prior to landing.

If higher than idle thrust is maintained through initial touchdown, the automatic speedbrake deployment may be disabled even
when the speedbrakes are armed. This can result in a bounced landing.

Bounce
• Hold or re-establish a normal landing attitude and add thrust as necessary to control rate of descent
• Do not close the thrust levers to idle as this may induce speedbrake deployment, and therefore a loss of lift and a nose up
pitching moment. This could then lead to a tail trike or hard landing

High, Hard Bounce

• Initiate a go around. Do not retract the landing gear until a positive rate of climb is established.

Shallow Bounce/Skip
• Hold or re-establish a normal landing attitude. Thrust need not be added for a shallow bounce or skip
• Do not close the thrust levers to idle as this may induce speedbrake deployment, and therefore a loss of lift and a nose up
pitching moment. This could then lead to a tail trike or hard landing

If the speed brake deploys during a

bounced landing no attempt to
“save” the landing should be made.

Execute a Go Around.

13
 Engine
Engine Failure During the Cruise Required Study Areas
Failure During the Cruise Sim Study Guide – Engine Malfunctions and driftdown procedure

THREATS CRM Focus Areas FCTM.4.11-4.12 – Engine inoperative cruise/driftdown

- Other traffic - Communication
- Terrain - Information Processing
- High Alt Performance - Situation Awareness

Key Focus Points

An engine failure or shutdown at cruise altitude may mean that there is insufficient thrust available to maintain altitude and speed,
and therefore a descent is required.

Recognition
• Autopilot will probably be engaged and will initially try to compensate for the yaw with aileron displacement
• Master cautions and lower DU pop up
• State malfunction
Control
• Promptly control the yaw using rudder to centre the control column. Apply the rudder gradually and smoothly as at high
altitude/speed it is very sensitive
Driftdown Procedure
• Disconnect the autothrottle, verify/select CON thrust in the FMC and manually set CON N1 on the remaining engine
• Select ENGINE OUT CRZ page in the FMC
• Set the Max Altitude in the MCP altitude window and the engine out airspeed in the MCP IAS window
• Allow airspeed to slow to engine out speed and then select LVL CHG
• Notify ATC, consider initiating a turn and complete required checklists
• Remember that the MAX ALT and engine out IAS will update in the FMC as fuel is burnt off and weight reduces
• After level off at the target altitude, maintain MCT and allow the airplane to accelerate to the single engine long range
cruise speed. Maintain this speed with manual thrust adjustments.
• Entering the new cruise altitude and airspeed on the ECON CRZ page updates the ETAs and Top of Descent predictions

14
 Engine Required Study Areas
Engine Failure on Final Approach
Failure on Final Approach Sim Study Guide - Engine Malfunctions

THREATS CRM FCTM.5.31/5.32 - Engine failure on final approach

- Insidious idle thrust - Information Processing
- IMC - Situation Awareness
- Terrain

Key Focus Points

• Recognition of the engine failure

o May be masked by a low thrust requirement
• Prompt, Effective handling to maintain control and a stabilised approach profile
o Apply rudder to maintain directional control and centre the control wheel
o Flight path must never be compromised
• Anticipation of thrust requirements during approach and landing
o Promptly increase thrust on the remaining engine
o Speed control is very important, do not allow the speed to deteriorate below VREF
• Reinforcement of Ryanair no blame go-around policy if required
o NOTE: A go around shall be made following an engine failure on final approach when in IMC and below 1,000 ft AAL.
(OMA 8.3.0.3.9).
• Landing flare, use of rudder and correct touchdown technique
o Anticipate yaw as thrust is reduced

Once the aircraft is under control the consideration is whether there is sufficient thrust available to maintain the path and speed

Sufficient Thrust is available Sufficient thrust is not available

Maintain current Flap Setting. Increase Retract Flaps to 15, increase thrust on the
thrust on the remaining engine and remaining engine and increase command
maintain Vfly speed and stabilised path speed by 20kts (737-800) or 15 kts (737-
700).
If a go around is required then use Flaps If a go around is required then use Flaps
15 and retract flaps above 1000ft agl 1 and retract flaps above 1000ft agl
(unless a specific acceleration height is (unless a specific acceleration height is
required for obstacle clearance) required for obstacle clearance)

Considerations
• Aviate, Navigate, Communicate
• Select flap inhibit with a flap 15 landing
• No checklists during a critical phase of flight
• Essential memory items may be completed at the discretion of the PIC.

15
 Required Study Areas
Overweight Landing
Overweight Landing
Sim Study Guide - Overweight landing

THREATS CRM Focus Areas FCTM 6.48 – Overweight Landing

-Runway performance -Decision Making
-Weather conditions -Situation Awareness
-Brake cooling

Key Focus Points

Overweight landings are recommended in the following conditions:

• A serious malfunction that affects the airworthiness of the aircraft.

• A condition where an expeditious landing would prevent a non-normal situation developing into an unsafe situation (reduce the
exposure to a degrading level of safety).
• A serious illness on board requiring prompt medical attention.
• If directed by the QRH to “land at the nearest suitable airfield”.

Considerations
• Overweight landings may be safely accomplished by using normal landing procedures and techniques.
• There are no adverse handling characteristics associated with overweight landing.
• Use of flaps 30 rather than flaps 40 is recommended to provide increased margin to flap placard speed.
• During flap extension, airspeed can be reduced by as much as 20 knots below normal maneuver speeds before extending to the
next flap position
• Use the longest available runway, and consider wind and slope effects
• Where possible avoid landing in tailwinds, on runways with negative slope, or on runways with less than normal braking conditions
• Do not carry excess airspeed on final especially when landing with an engine inoperative or other non-normal condition
• Fly a normal profile. Ensure that a higher than normal rate of descent does not develop.
• Do not hold the airplane off waiting for a smooth landing.
• If a long landing is likely to occur, go-around
• After touchdown, immediately apply maximum reverse thrust using all of the available runway for stopping to minimise brake
temperatures. Do not attempt to make an early runway turnoff.
• Overweight autolands are not recommended. Autopilots on Boeing airplanes are not certified for automatic landings above
maximum landing weight

16
 Required Study Areas
Turbulence
TurbulencePenetration
Penetration
Sim Study Guide - Turbulence Penetration

THREATS CRM Focus Areas FCOM - S.P.16.25 - Turbulence

-Jetstreams -Information Processing
-Thunderstorms -Situation Awareness FCTM - 1.49 – Turbulence Penetration
-Performance margins -Communication

Key Focus Points

Light Turbulence: Slight changes in attitude or altitude or changes in IAS of 5-15 kts.

Moderate Turbulence: Turbulence that is similar to light turbulence but of greater intensity, changes in attitude and or altitude
occur, IAS fluctuates 16-25 kts but the aircraft remains in positive control at all times

Severe Turbulence: Turbulence that causes large, abrupt changes in attitude or altitude. Aircraft may be momentarily out of control.
IAS fluctuates by more than 25 kts. Occupants are forced against seat belts or shoulder harness. Unsecured objects are tossed about.
Food service and walking are impossible.

Severe turbulence must be reported to ATC

If severe turbulence is encountered a ASR must be filed and a tech-log entry made.

Actions
Light to Moderate Turbulence
• Autopilot and autothrottle may remain engaged, unless performance is unsatisfactory
• Switch Passenger signs on
• Verify/Select CON in the FMC N1 limit page

Severe Turbulence
• If the autopilot is engaged, use CWS position, do not use ALT HLD mode
• Autothrottle disengage
• Verify/Select CON in the FMC N1 limit page
• If in the climb/descent target airspeed should be approximately 280kts/0.76M
• If in the cruise set turbulence penetration N1 (TURB N1 on the cruise page). DO NOT chase the airspeed
• Ensure yaw damper is engaged
• Ensure engine start switches are set to flight
• Maintain wings level and desired pitch attitude. DO NOT USE SUDDEN LARGE CONTROL INPUTS.
• After establishing the trim setting for penetration speed, DO NOT CHANGE STABILZER TRIM
• Allow the altitude to vary. Sacrifice altitude in order to maintain the desired attitude and airspeed. DO NOT CHASE THE
ALTITUDE

17
 Required Study Areas
LowLow
Altitude
Altitude Go Around
Go Around
Sim Study Guide - Rejected Landing
FCTM
THREATS CRM Focus Areas • 5.81 – Go Around
-Excess thrust -Situation Awareness • 5.84 – Go Around after touchdown
-Pitch thrust couple -Decision Making FCOM
-ALT AQU early • N.P.21.128 – Dual channel go around
-Speed opening • N.P.21.130 – Single channel or manual go around

Key Focus Points

When conducting a go-around from low altitude it is vital that the gear is not retracted until the aircraft is established in the correct
go-around attitude, go-around thrust has been set and a positive rate of climb has been achieved.

Active monitoring by the PM is important during any period of high workload, prior to retracting the landing gear the PM should:
• Visually confirm TOGA is displayed on the FMA
• Visually confirm that go-around thrust is set
• Pitch attitude is correct and the aircraft has achieved a positive rate of climb on the IVSI and Altimeter

Considerations
• During a go-around initiated at 50 feet, approximately 30 feet of altitude is lost.
• If touchdown occurs after a go-around is initiated, continue the go-around with normal procedures
• If automatic go-around - Observe that the auto throttle applies go-around thrust or manually apply go-around thrust as the
airplane rotates to the go-around attitude.
• If Single Channel or Manual Go-around make sure that go-around thrust is achieved and maintained and that correct pitch
attitude is attained.
• If a go-around is initiated after touchdown but before thrust reverser selection, auto speed-brakes retract, and autobrakes
disarm as thrust levers are advanced. The F/D go-around mode will not be available until TOGA is selected after becoming
airborne.

18
 Circling Approach to a Required Study Areas
Circling Approach to a Non-Reciprocal Runway
Non-Reciprocal Runway Sim Study Guide - Circling approach to a non-reciprocal runway

FCOM - N.P.21.122 – Circling

THREATS CRM Focus Areas
-Terrain -Situation awareness
FCTM - 5.68 - Circling
-Tailwind -Application of
-Strong winds Procedures
-Communication

Key Focus Points

Very few Ryanair destinations require the use of the circle approach to a non
reciprocal runway. Detailed airfield briefs are available for destinations that
require them and should be followed accordingly.

Flown as per N.P for circling approach

• Initial turn is to parallel the landing runway Once abeam the landing threshold begin timing as per N.P
• When making final base turn use the ND and outside picture
and assess the distance from the landing runway
• Adjust the bank angle as necessary anticipating being further away
from the landing runway

Missed approach is as per N.P for circling

approaches, however careful
consideration needs to be made in
establishing the aircraft on to the
published missed approach track.

4.2nm Circling Area radius (r) from Threshold

providing obstacle clearance of 394ft.

Note: Adjust airplane heading and timing so

that the airplane ground track does not exceed
the obstruction clearance distance from the
runway at any time during the circling
approach.

19
 Required Study Areas
Stall Stall
Prevention and Recovery
Prevention and Recovery
Sim Study Guide - Approach to stall recovery

THREATS CRM Focus Areas FCTM - 7.11 – Approach to Stall or Stall

-Pitch-Thrust couple -Situation Awareness
-Autopilot trim -Application of QRH - MAN.1.1 – Approach to Stall or Stall Recovery
-Out of trim condition Procedures

Key Focus Points

As part of the RST4 Training Program each pilot will practise the approach to stall recovery at high altitude.

An airplane may be stalled in any attitude (nose high, Immediately carry out the stall recovery procedure below at
nose low, high or low angle of bank) or any airspeed the first indication of the stall (buffet or stick shaker). Do not use
(turning, accelerated stall). It is not always intuitively the flight directors during the recovery
obvious that the airplane is stalled.
Pilot Flying Pilot Monitoring
An airplane stall is characterized by one or more of
Initiate the recovery: • Monitor altitude and airspeed.
the following conditions: • Hold the control column firmly. • Verify all needed actions have
• Stall warning • Disengage autopilot and been done and call out any
• Artificial (stick shaker) autothrottle. omissions.
• Natural (buffet which could be heavy at times) or • Smoothly apply nose down • Call out any trend toward
• Lack of pitch authority elevator to reduce the angle of terrain contact.
• Lack of roll control attack until buffet or stick shaker
stops. Nose down stabilizer trim
• Inability to arrest descent rate.
may be needed.*
Continue the recovery: • Monitor altitude and airspeed.
• Roll in the shortest direction to • Verify all needed actions have
wings level if needed been done and call out any
• Advance thrust levers as needed. omissions.
• Retract the speedbrakes. • Call out any trend toward
• Do not change gear or flap terrain contact.
configuration, except • Set the FLAP lever as directed.
Indications of approach to stall
• During liftoff, if flaps are up,
• Nose up pitch trim input by autopilot call for flaps 1.
• PLIs come into view Complete the recovery: • Monitor altitude and airspeed.
• IAS box on the speed tape flashes amber • Check airspeed and adjust thrust • Verify all needed actions have
• “Airspeed Low” aural annunciation as needed. been done and call out any
• Buffet alert msg in the FMC • Establish pitch attitude. omissions.
• Buffet may be felt • Return to the desired flight path. • Call out any trend toward
• Re-engage the autopilot and terrain contact.
• Stickshaker
autothrottle if desired.

At higher altitudes, normally above 20,000 feet, the airplane becomes increasingly thrust limited. If an approach to stall indication is
experienced, nose down elevator and stabilizer trim is required to initiate a descent. This is because when the airplane is thrust
limited, altitude needs to be traded for airspeed. Therefore a recovery at high altitude results in a greater altitude loss than a
recovery at low altitudes.

20
 Required Study Areas
High Altitude Operations
High Altitude Operations • Sim Study Guide
o Mach Buffet/ High Altitude Approach to Stall
Recovery
THREATS CRM Focus Areas • FCTM
-Jet Stream -Situation Awareness o 4.5 – Maximum Altitude
-Thunderstorms -Application of o 4.6 – Optimum Altitude
-Performance Margin Procedures o 7.4 – High Altitude Maneuvering, “G” Buffet
-Decision making o A.2.6 - Cruise

Key Focus Points

Whilst flying close to the maximum altitude the flight envelope is greatly reduced. This is due to the formation of a shockwave over
the wings. The shockwave will cause:
• an increase in stall speed, and
• may limit the maximum speed (high speed stall), and An aircraft experiencing turbulence can
• can limit the altitude capability of the aircraft. enter into an over-speed condition or a low
speed condition. This in turn could lead to a
Optimum Altitude possible stall.

The FMC displayed optimum altitude is based on one of three different cruise modes:
• ECON CI 6 (standard Ryanair cruise mode)
• LRC (Long Range Cruise)
• Constant or fixed MACH (manually entered by the crew)
OPT altitude increases as weight decreases during the flight. OPT altitude calculation does not consider the effects of temperature
deviations from standard day or sensed or forecast winds at altitude. Since OPT altitude only provides optimum performance in still
air, when factoring winds, it may not be the best altitude for the aircraft to minimize cost or fuel.

Maximum Altitude

The FMC Maximum altitude is the highest altitude at which the airplane can be operated.
The FMC predicted maximum altitude is the lowest of:
• Maximum certified altitude
• Thrust limited altitude
• Buffet or maneuver limited altitude

(EI-FOC through YW135) The thrust limiting criterion for MAX altitude is labelled in the header.
• “-T” when available thrust is the limiting criterion for maximum altitude.
• “-B” when buffet margin is the limiting criterion for maximum altitude.
Note: To get the most accurate altitude limits from the FMC, ensure that the airplane weight, cruise CG, and temperature entries

The minimum maneuver speed indication on the airspeed display does not guarantee the ability to maintain level flight at that speed.
Decelerating the airplane to the amber band may create a situation where it is impossible to maintain speed and/or altitude because
as speed decreases airplane drag may exceed available thrust, especially while turning.

21
For LNAV operation, the FMC provides a real-time bank angle limiting function. This
function protects the commanded bank angle from exceeding the current available thrust
limit. This bank angle limiting protection is only available when in LNAV.

For operations other than LNAV, when operating at or near maximum altitude fly at least
10 knots above the lower amber band and use bank angles of 10° or less.

If speed drops below the lower amber band, immediately increase speed by doing one or
more of the following:
• Reduce angle of bank and/or,
• Increase thrust up to maximum continuous and/or,
• Descend.

Selecting CON from the FMC N1 LIMIT page after reaching cruise level will allow additional thrust reserves in upset conditions by
increased A/T N1 values if additional thrust is required. By selecting CON thrust, the limiting N1 value available to the A/T is
increased by approximately 4%. Subsequent step-climbs will require the CON limit to be re-selected upon reaching the new cruise
level.

The flight levels on the OFP are optimum flight levels as determined by the LIDO flight planning optimization tool.
These flight levels should be flown as follows:
• When the flight plan cruise altitude is lower than the FMC OPT altitude crews should fly the flight plan cruise altitude.
• When the flight plan cruise altitude is higher than the FMC OPT altitude crews should fly the FMC OPT altitude.

However, the aircraft may be operated safely up to and including maximum altitude indicated in the FMC.
Crews should carefully consider the following prior to electing to operate above the FMC optimum altitude:
• Identify en-route areas of moderate turbulence and carefully consider reducing operating altitudes accordingly.
• Review the shear indications on the OFP.
• Avoid flight in severe turbulence (greater than 1.5 G).
• Not select wing anti-ice on with the SAT less than -40 degrees C (including when ice is visible on wipers and L1 and R1 windows).
• Select 10 degree bank angle on the MCP passing FL300 climbing and 25 degrees passing FL300 descending.
• For operations other than LNAV, fly at least 10 knots above the minimum manoeuvre speed (lower amber band).
• If speed drops below the lower amber band, immediately increase speed by reducing bank and/or increase thrust to max
continuous (N1 page FMC) and/or descend.

• Turbulence at or near maximum altitude can momentarily increase the airplane’s angle-of attack and activate the stick shaker.
When flying at speeds near the lower amber band, any maneuvering increases the load factor and further reduces the margin
to buffet onset and stick shaker.
• FMC fuel predictions are not available above the FMC maximum altitude and are not displayed on the CDU.
• VNAV is not available above FMC maximum altitude.
• Fuel burn at or above maximum altitude increases.
Operations above FMC MAX ALT are not permitted

22
 Required Study Areas
IcingIcing and
and Contamination effects
Contamination effects Sim Study Guide - Icing and Contamination effects

THREATS CRM Focus Areas FCOM - SP.16.12 – Wing Anti-ice Operation – In Flight
-Frontal systems /CBs -Situation Awareness
-Accretion Rates
-No automatic de-icing

Key Focus Points

Effects of icing and contamination during flight:

• Loss of lift (increased pitch/AoA to maintain level flight)
• Increased drag / thrust required
• Increase in AoA (select FPV on)
• Decrease in stall angle of attack
• Decrease in control effectiveness
• Change in engine performance indications (other than due to airspeed changes)
• Weight increases
• Autopilot / autothrottle can mask ice accretion effects

Approach to Stall Recovery with Airframe Icing

Observe:
• Increase in stall buffet threshold of perception
• Changes in stall buffet characteristics
• Decrease in stall angle of attack
• Increase in stall speed
• Engine effects (power variation, vibration) particularly when thrust is applied to recover from approach to stall

In conditions where high levels of airframe icing exist, the aircraft may stall prior to stick shaker activation. Crew must
be alert to other signs that the aircraft is stalled such as buffeting (which could be heavy), lack of pitch authority, lack
or roll control or an inability to arrest descent rate.

Asymmetric Ice Build-up

Due to system malfunctions or crew errors, ice may begin to build up on one wing to a greater extent that on the other
wing. This means that the weight and drag are higher on one wing leading to both a yawing and rolling moment. The
autopilot / autothrottle will react to maintain straight and level flight as well as the airspeed, thereby making the effects
of airframe icing less noticeable. If exposed to SEVERE icing, the effects of the icing will become too great for the
automation to counter through aileron input and the autopilot will disengage.

23
 Required Study Areas
Oxygen Mask Panel
Oxygen Mask Panel
Sim Study Guide Emergency Descent
QRH NNM - Rapid depressurisation and Emergency descent.

All crews should be aware of the differences between some simulator devices and the aircraft.
The Oxygen Mask panel installed in Sims 3 and 4 in STC require the doors of the panel to be closed to activate the microphone in
mask. If you are required to use the mask in these simulators you will be reminded of this by your instructor or examiner.

The following is a description of the Oxygen Mask Panels and Oxygen Mask and Regulators found on the aircraft.

1 Oxygen Flow Indicator - Indicates a coloured cross when oxygen is flowing.

2 TEST/RESET Switch - Push -
• If mask is stowed, activates oxygen flow momentarily to test regulator
• If mask is not stowed, activates mask microphone and regulator and
keeps box OXY ON flag visible until released.

3 Regulator and Inflation Lever (Hidden)

Grasp Regulator and pull up –
• Allows mask removal from stowage box
• Initiates oxygen flow when stowage box doors open
Squeeze Inflation Lever –
• Inflates harness.

1 Regulator Selector – Rotate –

• EMER - supplies 100% oxygen under positive pressure at all cabin altitudes. Use to purge contaminants from mask and to
remove condensation or fogging from interior of mask lens.
• 100% - supplies 100% oxygen on demand
• NORM - supplies air/oxygen mixture on demand (ratio depends on cabin altitude)

CAUTION: Use of EMER mode depletes oxygen supply at higher rate than 100% or NORM mode.
Use EMER mode only as conditions require.

Note: Communications in EMER mode may be difficult. Switch to 100% or NORM if conditions allow.

2 Inflation Lever - Squeeze –

• Inflates mask harness
• Flow indicator shows a coloured cross momentarily as
harness inflates.

24
 Required Study Areas
RYRRYR
RNV Visual
RNV Approaches
Visual
FCI – WHEN PUBLISHED!

THREATS CRM Focus Areas

-Terrain -Situation Awareness
-QNH Blunder Error
-Loss of visual reference

Key Focus Points

The purpose of RNV Visual Approaches is to reduce crew workload, increase AFDS usage, promote stabilised approaches and is the
preferred method over conventional circling approaches where only 2D AFDS guidance is available. RYR RNV procedures cannot be
flown during line operations until instructed by FCI

By utilising the RNAV capabilities of the aircraft, RYR RNV VISUAL approaches assist in enhancing the safety of the operation by
providing lateral track and vertical path guidance for a visual approach, or a visual section of an approach.

The Navblue published RYR RNV VISUAL procedure may commence with an IMC procedure to a visual segment of the approach.

There are two categories of RYR RNV Visual Approaches:

1. Circling–when the aircraft cannot be flown on a straight course from the approach aid to the runway – in – use and visual
manoeuvring is required. Normal circling approach SOPs apply, such as configuration and speed restrictions, unless specified
in AFB. An RNV Visual procedure can be inserted after the initial IAP to include a crosswind, downwind, base and final leg
utilising LNAV and VNAV to MUH provided the visual criteria are met.

2. Offset– a significant offset requiring visual manoeuvring to the landing threshold. A RYR RNV Visual procedure will provide
LNAV and VNAV guidance to the landing runway provided the visual criteria are met.

25
 Approaches
Only a single FMC GP angle can be set in the FMC at any time. Consequently it is only possible to select the RYR RNV Visual Approach
(depicted in the ARR page as RNVV) after the initial approach has been flown.

An RYR RNV Visual Approach requires a “Double Brief”. The RYR RNV Visual section must be briefed as part of the DALTA brief. This
can be done by selecting, but not executing, the relevant RNVV approach in the FMC. Utilize EFIS PLN mode to check distances, tracks
and altitudes are correct and to build a mental model of the approach. Do not execute the RNVV approach in the FMC at this time, or
the IAP will be lost. Select ERASE once the briefing is complete.

When visual, inside the FAF and level at the MDA, PM select DEP/ARR, RNVVxx and TRANS. Make the first point of the
transition the active waypoint and, with confirmation from the PF, execute. The PM will call “LNAV and VNAV
available”. The PF will re-engage LNAV, VNAV PTH and SPD INT, check FMAs and MCP IAS display and call “LNAV, VNAV
PTH, SPD INT.” When to set the MAA is specified in the AFB.

This approach is flown in two stages:

• Stage 1 – IAP to the circling minimums. At ALT HOLD, set MAA, set an appropriate track and engage HDG SEL.
• Stage 2 – RYR RNV VISUAL RUNWAYXX. Only once Stage 1 is complete, PM selects DEP/ARR in the FMC, RNVVxx
with transition. Select the first waypoint of the transition as the active waypoint and, with confirmation from
the PF, execute. The PM will call “LNAV and VNAV available”. The PF will re-engage LNAV, VNAV PTH and SPD
INT, check FMAs and call “LNAV, VNAV PTH, SPD INT.”

CAUTION: Do not forget to re-engage VNAV. The RNVV approach must be executed in the FMC prior to re-engaging
LNAV, VNAV PTH, SPD INT.

LNAV and VNAV guidance are available to MUH. The AFDS will descend to intercept the descent path and may be used
to MUH

Configuration sequence, landing gates as per normal circling procedures. Recycle FD’s as per Instrument Approaches
using VNAV in the FCOM.

For training use only

26
Procedure

Captains only landing

During DALTA select RNVV 09 with HERZ1 transition but do not execute.
Crosscheck tracks and distances against RYR RNV Visual 09 Chart using
PLAN mode.

Carefully read the AFB guidance paying particular attention the Missed
Approach Procedure

Visual Requirements apply to RYR RNV VISUAL approaches. Circling

minima apply.
Only commence the crosswind leg / select the RNVV09 in the FMC if you:
1. Estimate that in all probability, visual contact with the runway of
intended landing or the runway environment will be maintained
during the entire circling procedure;
2. Estimate that the aeroplane is within the circling area before
commencing circling; and
3. Are able to determine the aeroplane’s position in relation to the
runway of intended landing with the aid of the appropriate
For training use only
external references.

Stage 1
Initially complete NPA for RWY 27 to circling minima as per RYR normal
IF VISUAL
Procedures REFERENCE IS
• ALT HLD – Set MAA, set heading and engage HDG SEL.
Stage 2 LOST AFTER THE
• PM select DEP/ARR, RNVV09, HERZ1 Transition
• On Legs page, select HERZ1 on top AEROPLANE HAS
• Verify track with the PF and EXECUTE FMC
• Verify VNAV PTH and LNAV are engaged
DEPARTED FROM
• Monitor the AFDS to ensure if follows the LNAV track THE INITIAL
• Maintain visual contact with terrain and the runway throughout
the approach INSTRUMENT
• At the end of the downwind leg select the landing flaps
• Disconnect A/P and A/T when established on final approach and APPROACH TRACK,
before the MUH
Ensure timing is started on crosswind once steady on track or wings
THE MISSED
approximately level, whichever is sooner. This is to ensure conventional
circling procedures are available should the PM be unable to select the
APPROACH WILL
RNVV approach. BE FOLLOWED.

27
Missed Approach Guidance
Ryanair are in communication with every airport where a RYR RNV VISUAL APPROACH will be established to
develop specific missed approach procedures. This is to (where possible) enable LNAV for the missed approach
from downwind or base leg after selection of
the RYR RNV Visual approach. Where no
specific guidance is given in the AFB crew must
conduct the standard circling missed approach
and follow the missed approach from the initial
approach procedure. In this case, the missed
approach instructions associated with the
RNAV (GNSS) RWY 27.
The below guidance describes how to conduct
the standard circling missed approach in LGIR
from various positions.
If a missed approach is required whilst on final
to RWY 27.
1. Wait for ALT ACQ, and ALT HOLD.
2. Set the Missed Approach Altitude of
3000’ in the MCP and crosscheck it in
the FMC.
3. When ready press TOGA and follow
the missed approach instructions.
4. In this instance leave the flaps at 5 for
the 185kt speed restriction in the
turn.
5. Use LNAV and proceed to IR700 then
GONSO and enter the hold.

28
If visual at circling minima, the approach may be
continued. Once an appropriate crosswind heading
has been selected and HDG SEL engaged, the RYR RNV
Visual RWY 09 approach can be selected in the FMC.
Once selected, any subsequent missed approach must
be conducted initially in HDG SEL.
If a missed approach is required from downwind the
MAA should already be set on the MCP.
1. Press TOGA.
2. The flaps can be retracted to 15,
3. Turn towards the runway,
4. Intercept the Standard Circling MISAP, which
is a right turn, max speed 185, direct to
IR700, then a climbing right turn to GONSO
climbing to 3000’.

After selection of the RNVV09 the missed approach is

not coded in the FMC. LNAV cannot be used until the
PM has inserted IR700 onto line L1 of LEGS page and
select EXECUTE, LNAV can then be used. Insert IR700
then GONSO. Selecting the missed approach
waypoints via re-selection of the RNAV RWY 27
approach can lead to confusion.

29
If a missed approach is
required from final approach
it is critical to remain within
the 4.2nm ring inserted
around the threshold of
runway 09. This is why the
flaps must remain at 15 until
the turn to intercept the
missed approach is complete.
Once the turn is complete and
the missed approach track
can be intercepted inside the
4.2nm ring, the flaps may be
retracted to 5.
1100’
1. Press TOGA and
climb ahead to the
circling minima. In
this example 1100’.
2. Commence a turn and continue the climb to MAA 3000’. Turn on the
circling side, leaving flaps at 15.
3. Turn to intercept the missed approach profile.
4. Once an intercept is obviously achievable inside the 4.2nm ring retract the flaps to 5.
5. In this example, leave the flaps at 5 to allow for the 185kt turn towards IR700.
6. Once enroute to IR700 retract the flaps to up.
7. LNAV cannot be used until the PM has entered the missed approach waypoints in the FMC.

As we continue to engage with ATC we hope to enable an LNAV missed approach: ahead to circling minima, then
direct to GONSO. This is contained in the FMC.
Until further guidance is published, do not follow the RYR RNV Visual RWY 09 missed approach coded in the
FMC. Conduct the standard circling missed approach described above, or as agreed by ATC prior to the
approach.

30
 Sidestep Manoeuvre Required Study Areas
Sidestep Manoeuvre
OPS.A – 8.3.0.3.6 – Circling/Sidestep Approach

THREATS CRM Focus Areas

-Terrain -Situation Awareness
-Traffic -Information Processing
-Loss of visual -Workload Management
reference

Key Focus Points

From time to time at certain airports ATC may clear aircraft for sidestep arrivals.

Sidestep approaches may be appropriate for numerous reasons such as reduced taxi time, ATC traffic flow
management and to reduce the number of missed approaches being flown when an appropriate landing
runway is available.

The criteria set out shall be observed unless associated AFB specifies otherwise. Collision avoidance, terrain
and obstacle clearance is the responsibility of the aircrew upon commencement of the sidestep.

A sidestep manoeuvre can be commenced providing:

1. The sidestep has been requested by ATC and Missed Approach Instructions are confirmed,
2. The landing runway threshold is equal to or further away than the threshold of the instrument
approach runway being flown,
3. Daylight VMC,
4. PAPI in sight,
5. Visual with the landing runway,
6. The manoeuvre must be commenced prior to 1000 feet above landing altitude indicated (Landing
Altitude Reference Bar),
7. F30/40 selected prior to commencement of the manoeuvre,
8. The stabilised approach criteria can be met, the 300’ landing gate applies to sidestep manoeuvres
9. Landing performance must be calculated in advance for the most limiting runway.

Disconnect Deselect Recycle

PF disconnects the PM detunes the ILS PM recycle the FD’s
AFDS and frequency on Nav 1
manoeuvres to the and Nav 2 if required
landing runway

Anticipate FMC Alerting Message: RW/APP TUNE DISAGREE.

When the sidestep requires intercepting the PAPI from below a level segment may be required. This will require increasing thrust
(approximately 70%) and increasing pitch until established on the PAPI.

31
 Required Study Areas
Anti-Collision
Anti-Collision LightLight
FCI – 20.04 – Anti-Collision Light

THREATS CRM Focus Areas

-Injury to persons on -Situation Awareness
the ground -Information Processing
-Workload Management

Key Focus Points

There have been a number of line events where crew have inadvertently switched off the anti-collision light with one engine still
running on stand. In a number of these events Ground Ops personnel have approached the aircraft after the beacon light was
switched off whilst an engine was running. The risks associated with this type of omission cannot be over emphasised. For this reason
FCI 20.04 was introduced which requires the PF to verbalise the N2 before switching the anti-collision light off.

There is also an increasing trend where crew are switching the anti collision light on before making contact with the ground crew.
Crew are reminded as per N.P that contact must be made with the ground crew before requesting start clearance.

As per the ground operations manual crew must not use the anti-collision beacon to attract attention of the ground handlers!

32
 Required Study Areas
Rapid Disembarkation
Rapid Disembarkation
FCI 20.24 – Rapid Disembarkation

THREATS CRM Focus Areas

-Personal injury -Situation Awareness
-Aircraft Damage -Information Processing
-Injury to ground -Workload Management
personnel -Communication

Key Focus Points

Flight Safety Foundation figures suggest that approximately 90% of evacuations are performed without due cause and that almost
100% of evacuations involve death or serious injury. It follows that an evacuation is not a ‘default option’ but is in fact a dangerous
manoeuvre which should be performed only when the situation truly demands it. Good airmanship requires that all opportunities
are taken to obtain and evaluate any available information prior to initiating an evacuation such that the best possible decision is
reached.

Ryanair has therefore introduced the concept of the Rapid Disembarkation. Rapid Disembarkation sits between an emergency
evacuation and a normal disembarkation and consists of passengers deplaning the aircraft expeditiously and leaving all baggage
behind. It is a precautionary procedure which would be typically used on stand for events such as overheating PEDs, smoke fumes,
external event etc but where full emergency evacuation is not warranted. This decision is made by the Commander or the person
on board qualified to initiate an emergency evacuation or rapid disembarkation.
A rapid disembarkation can always be escalated to an ‘emergency evacuation’ if required.

The Command to commence a Rapid Disembarkation is similar to that of an evacuation.

“Disembark the passengers immediately using all available doors, disembark the passengers
immediately using all available doors.”

The cabin crew actions will be to stop the boarding if it is in progress and disembark passengers using the aircraft doors, but not the
overwing exits or escape slides.

• L1 door using Airbridge, mobile steps or Airstairs as appropriate,

• L2 door if mobile steps are available,
• R2/R1 door if an Ambulift is available and there are PRMs on board.

The aim will be to disembark the passengers as quickly as possible but in a controlled manner not using the slides.

At ALL times, the Commander or CSS retains the authority to upgrade to a full evacuation if they decide that the situation has
deteriorated and has now become immediately life threatening. They will make the Evacuation PA, and in response the Cabin Crew
will deploy the available escape slide(s).

Communications with ATC and members of ground staff are critical during this situation.

33
Engine Out Instrument Departures Required Study Areas
Engine Out
(EOSID)
Instrument Departure (EOSID) FCI - When published

THREATS CRM Focus Areas

-CFIT -Situation Awareness
-LOC-I -Information Processing
-Surprise/Startle

Key Focus Points

Engine Out Instrument Departure (EOSID) is the new terminology that will replace Emergency Turn Procedures (ETPs).

An EOSID is published for every runway end. If an engine failure occurs during take-off before the deviation point, obstacle and
terrain clearance is assured by following the published EOSID. Clear instructions will be provided to the crew of the departure path
to be followed in the event of an engine failure during takeoff. Runway designators may be appended with a reference to Supplement,
NOTAM or Descriptive Text to indicate a change to declared distance or obstacles. There are two types of EOSID:

1.EOSID
An EOSID is a straight-ahead engine inoperative departure with a hold position located at a distance, usually 15NM or more, from
the physical beginning of the take-off runway.

The holding fix is denoted by the airport IATA code, followed by a letter (usually X, Y or Z) and number, the FMC coordinates for the
EOSID hold position are also detailed in the EOSID text and shall be coded in the FMC where possible. e.g. 'DUBX4' (N5327.4
W00656.7) denotes an EOSID holding point for Dublin.

EXAMPLE:
• This EOSID indicates there is a straight-ahead climb to a hold at 25NM from the physical beginning of the runway.
• Waypoint (‘DUBX4’) will usually be in the FMC database and can be utilised in the FIX page where appropriate.
• Holding nomenclature is always INBD and turn direction will be indicated as RT or LT.

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 2. Special EOSID
A Special EOSID is a more complex engine inoperative departure and one of the following will apply:
• A turn is required before joining a holding pattern, the turn point may be defined with reference to an altitude, DME, navaid or
waypoint.

Example:
o This Special EOSID indicates a turn is required before joining a holding pattern.
o Climb profile assumes acceleration at MFRA may occur before, during or after the turn.
o 15° AOB is assumed up to V2+20 (V2+15 for B737-700), 25° AOB at or above Flaps Up Manoeuvring speed.

• A turn is required before joining a holding pattern with a speed restriction required to protect the turn path ensuring all obstacles
are accounted for.

Example:
o This Special EOSID indicates a turn is required, with a speed limitation during that turn, before joining a holding pattern.
o Crew MUST observe the speed restriction, even above MFRA.
o Speed restrictions only apply before and during the specified turn. When aircraft is established on track to the holding fix after
the last turn is completed the speed restriction can be disregarded.

• A straight-ahead departure is followed by holding at a DME distance on the extended runway centreline.

Example:
o This EOSID indicates a straight-ahead climb to hold at a Distance (NM) from a DME facility.

• A straight-ahead departure is followed by holding at a designated navaid/waypoint located along the extended runway centreline.

Example:
o This EOSID indicates a straight-ahead climb to a hold at a published Waypoint

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Description of EOSIDs

Unless otherwise stated in the EOSID procedure, the following criteria apply:
• No turns may be commenced before the Departure End of Runway even if the turn altitude specified in a Special EOSID has been
reached
• The Minimum height above the Departure End of Runway to begin an engine out turn will never be less than 59’.
• When a turn is required below 400’, HDG SEL shall be used for take-off and will be specified in the AFB.
• EOSIDs are valid for speeds of V2 to V2+20 (V2 to V2+15 for B737-700) below MFRA increasing to flaps up maneuvering speed
above the MFRA/MFRH. Speed restrictions provided for special EOSID will take precedence (if applicable).
• Special EOSID speed restrictions, when provided, must be observed. The EOSID speed restriction may be less than V2+20 but
will never be less than V2. This may mean that the crew are required to pitch above the flight directors (that command V2 to
V2+20 depending on the speed the engine failure occurred) to ensure the EOSID speed restriction is observed.
• Acceleration shall continue until Flaps Up Manoeuvring Speed or Speed Restriction specified in the EOSID is achieved.
• All turns below MFRA/MFRH are based on a bank angle of 15º. Once at Flaps UP Manoeuvring Speed bank angle for EOSID must
be increased to 25°.
• Continue climbing until MSA, hold or minimum enroute altitude is achieved.
• In the case of an Engine Failure, Bug up (accelerate for flap retraction) at the MFRH/MFRA calculated by OPT or shown on the
RTOW chart.
• Departure restrictions such as cross wind limits, thrust or flap settings will be stated in the AFB.
• RTOW is calculated based on airport obstacle data and must not be exceeded.
• Calculated Fixed Derate and/or ATRT shall be used on all runways in accordance with Company Procedure where possible unless
specified otherwise.
• Holding will be at an AIP published hold where possible, holding point will be defined by a navaid, AIP waypoint or customised
waypoint together with associated hold configuration. Procedure must be flown as described by the EOSID.
• Customised waypoints for holding purposes will usually be available in the FMC navigation database, where a customised
waypoint is not available, crew shall enter coordinates provided in EOSID text.
• Normal holding pattern is 5NM straight to the holding fix and a turn with a radius of 2NM.
• Obstacles in the EOSID procedure, including the holding area, are accounted for.
• EOSID procedure will be clear of prohibited airspace.
• FMC data (FIX page) may be used in the event of loss of or unserviceable ground-based facilities.
• Maximum continuous thrust (MCT) must be set after 5 min take-off thrust application.

Further Guidance can be sought in OMB-P Engine Out Standard Instrument Departure (EOSID) and the associated FCI when
published.

LGIR Special EOSID RWY 09

During the simulator training a special EOSID will be flown in Iraklion (LGIR) RW09. Study the Special EOSID procedure using the OPT
and the above information. Further guidance will be provided in the Pre Simulator briefing.

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Recurrent Simulator Training (RST) Preparation
The Simulator Training session shall begin with a LOFT Exercise (Line Oriented Flight Training). The LOFT exercise
is designed to explore the CRM and technical subject areas listed above. The Training Department have selected
various failure options for the training session, and these should be managed as the flight progresses. The
Instructor will act as ATC, Cabin Crew and Ground Crew etc during the LOFT exercise, and the Instructor shall
allow the flight to develop in real time based on the choices and actions of the Crew.

The LOFT will be conducted from Prestwick in a winter operations scenario. It is important that you prepare for
this by reviewing the Cold Weather Operations guidance given in FCOM 1 SP.16.1 as well as the RYR Winter Ops
Guide as associated checklists

Flight Details

Flight Details Origin EGPK, Stand 5

Destination LEAL
Callsign RYR 5ED
Route Details See Appendix C – Flight Plan or eFPL Training App
Weather See Appendix C – Weather information
Performance See Appendix C - LID
Aircraft Status APU Inop

Crews are requested to use the above information and Appendix C (below) to prepare for the LOFT as you would
for a line flight.

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Appendix C – Recurrent Simulator Training Documentation
The following pages contain the documentation required for the training day. Your instructor will provide you
with hard copies of the documents required for the simulator session during the briefing. An OFP will be supplied
by your instructor on the day of training.

FR5354 RST 4 PIK-ALC A/C: EISIM

[ Airport WX List ]
------------------------------------------------------------------------
LIDO/WEATHER SERVICE – TRAINING ONLY

DEPARTURE AIRPORT:
EGPK/PIK PRESTWICK
SA 170500 060/10KT 4000 -SN OVC001 -01/-02 Q1008=
FT 162300 1706/1806 070/12KT 8000 OVC004 TEMPO 1709/1714 3000 SN
OVC002=

DESTINATION AIRPORT:
LEAL/ALC ALICANTE-ELCHE
SA 170500 100/5KT CAVOK 10/4 Q1013=
FT 162300 1706/1806 130/6KT CAVOK TX15/1650z TN9/1707Z=

DESTINATION ALTERNATE(S):
LEVC/VLC VALENCIA/MANISES
SA 170500 VRB04KT CAVOK 9/3 Q1012=
FT 162300 1706/1806 VRB03KT CAVOK TX15/1650z TN9/1707Z=

LEMI/RMU MURCIA/AEROPUERTO DE LA REGION

SA 170500 020/07KT 330V070 CAVOK 9/3 Q1012=
FT 162300 1706/1806 01011KT CAVOK TX15/1650z TN9/1707Z BECMG
1718/1720 VRB03KT=

ENROUTE AIRPORT(S):
EGPH/EDI EDINBURGH
FT 170627 1706/1806 05010KT 9000 OVC005
TEMPO 1708/1713 0800 +SN OVC002 BECMG 1716/1718 4000
BR=

EGGP/LPL LIVERPOOL
FT 170627 1706/1806 06015KT 8000 OVC010
PROB40 1709/1714 1600 SN OVC008 BECMG 1718/1721 3000
BR=

EGGC/MAN MANCHESTER
FT 170627 1706/1806 07010KT 8000 OVC009
PROB40 1709/1714 1600 SN OVC009 BECMG 1718/1720 3500
BR=

EGNX/EMA DERBY/EAST MIDLANDS

FT 170627 1706/1806 06010KT 3000 BR OVC004
BECMG 1716/1718 1000 FG=

LFRG/DOL DEAVILLE/NORMANDIE
FT WX NOT AVAILABLE

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 FR5354 RST 4 PIK-ALC A/C: EISIM
LFBL/LIG LIMOGES/BELLEGARDE
FT 170627 1706/1806 23006KT 9999 BKN012
BECMG 1709/1711 SCT030
BECMG 1719/1721 VRB03KT
BECMG 1803/1805 BKN006=

AIRPORTLIST ENDED

[ NOTAM ]
------------------------------------------------------------------------
NO NOTAM TO AFFECT FLIGHT

====================== END OF LIDO-NOTAM-BULLETIN ======================

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