2

PREPARED BY
JONATHAN LLOYD – EMT SME
APPROVED BY
CAPTAIN ROSS DICKIE – CHIEF INSTRUCTOR SIMULATOR
ISSUED BY
CAPTAIN SENAN O’SHEA – HEAD OF TRAINING
 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 THIS GUIDANCE AND THE CONTENT
OF OFFICIAL PUBLICATIONS, THEN THE INFORMATION CONTAINED IN THE
OFFICIAL PUBLICATIONS TAKES PRECEDENCE.
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ALL 1.0 Document Created

ALL CHANGES ARE HIGHLIGHTED WITH A RED BAR ON THE RELEVANT PAGE
This document contains essential RST 2 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

All pilots must complete the RST 2 specific pre-course preparation material and modules available in the ‘Recurrent Simulator Training 2 2022’ eLearning course
(http://fopstraining.ryanair.com).

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 topics covered during the checking and training events. It contains focused 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 manuals. Each
topic has a Required Study Area section and this indicates the further reading that is required on each subject prior to attending the RST.

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;
 DAYS DURATION TRAINING/CHECKING EXERCISES

LOS including
LOFT including
• UPRT
• CRM
o Raw data flying
Report – 01.30 prior o Decision Making and Actions
o Steep turns
to RST 2 training sim o Assertiveness B o Upset Recovery
DAY 1 o Self-assessment and self-critique R
o Approach to stall
Briefing – 01:30hrs E
A o Trim state awareness
TRAINING Simulator – 04:40hrs •
TECH System
K o Crosswind takeoff and landing
Break – 00:20hrs o Chapter 6 – Electrical
• Gear malfunctions
Debriefing – 01:00hrs o Chapter 9 – Flight Controls
• Hijack
o Chapter 14 – Landing Gear
• Ditching
o Hot and high operations
Report Times is 01:30h prior to the scheduled simulator session • Smoke, fire and fumes

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

Report – 01:00 prior

to LPC/OPC B
DAY 2 R
Briefing – 01:00hrs LPC/OPC (Pilot 1) E LPC/OPC (Pilot 2)
CHECKING Simulator – 04:40hrs A
Break – 00:20hrs K
Debriefing – 01:00hrs

CREWS ARE REMINDED TO USE THE ABOVE DETAILS TO

ENSURE THEY ARE FULLY PREPARED FOR ALL THE TOPICS
COVERED DURING RST 2
The quality of passenger announcements by the flight crew has a direct impact on the customer’s perception of
both the safety and competence of Ryanair as an airline. This includes both normal and non-normal situations and
needs to be carefully considered prior to picking up the hand mic.

Preparing and making a PA

• Ensure that all facts are assembled prior to making the PA in order to ensure smooth flow of delivery.
• Use the PA Handy-Dandy to give structure to the content.
• Speak slowly and clearly with good diction.
• Use simple language, no complex technical terminology, and ensure that the PA sounds professional.
• Use the hand mic properly > close to mouth with upper flange resting on or close to the upper lip.
• Use the boom mic correctly > check output volume on intercom prior to making the PA.
• Even small delays should be communicated to passengers where possible and in accordance with
OMA 8.0.8.8. Your PA needs to instil a confidence that you are the best person to be dealing with the
situation.
• If late, during the en-route & arrival PA, do not mention the word ‘late’ or re-state the fact.
 Problem – The nature of the problem in the cabin: ie medical emergency, fire, dangerous goods spillage
etc
The cabin will notify the flight deck
whenever the situation​ may pose a threat
to safety of the aircraft and/or its Action – What initial actions have already been undertaken or put in motion by the CC F
C occupants. by
Additional Information – Additional information given to the Captain, ie. Medical assistance needed on L
A Pressing 222 on the interphone
landing, extra information about the fire in the cabin, etc.
Flight Crew shall respond to an emergency
The Captain will acknowledge the CC briefing by repeating back the PAA given and must ask for
I
B call ‘222’ within 20 seconds.​ If there is no
clarification on anything not understood or omitted
response, the call shall be repeated.
G
I The​ Captain will then brief the​ co-pilot on the situation and the flight crew will decide​ on a course of
action.​ The Captain will​ advise the No​ 1 of his/her intentions to divert or to continue to destination
H
N
T

C Nature of the emergency, ie. Engine fire, decompression, technical problem

Intention of the captain, ie. Whether to make an emergency landing or ditching, whether to divert, continue or return
The flight deck will notify the D
R cabin that an emergency has
arisen by
to base.
E
E Time remaining airbourne, ie. Time Available (More than 5mins) or Time Available – Short Notice (up to 5mins) Pressing the cabin
attendant button and
announcing over the PA
C
W Special Instructions ​ given by the​ Captain,​ ie.​ Any ​known factors affecting evacuation and exits to​ be used. ​Captain “No 1 to the flight deck”
must advise if SOS demo is required or not ​required. K
The NO 1 will repeat the NITS back​ to the Captain so that​ there is​ no​ misunderstanding and that nothing has been
forgotten or misunderstood. They​must then synchronise watches.
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‘Hot and High Operations’ refers to airfields having very warm ambient temperatures combined with a very high airport elevation, which in turn have a detrimental effect on aircraft
performance. There is however no “universal“ definition of the concept of “hot and high”. The following areas are considered to have the biggest effect on overall aircraft performance.

Engine performance
When subject to hot and high conditions, the reduced density of the air means that the engine must work harder to provide the required thrust or power.
Most jet engines are limited by the maximum amount of pressure they can develop and by the maximum temperature it is subject to. When the outside temperature is cold, the
turbines do not need to work that hard as the air is already dense. Consequently, in these conditions, the engine reaches its pressure limit before it reaches its temperature limit.
In hot and high conditions, the reduced density requires the engines to put in more effort to generate the same thrust. While doing so, it reaches its temperature limit before it reaches
its pressure limit. Due to these reasons, engine manufacturers usually flat rate their engines. This means that they give a guarantee to the engine user that up to a certain temperature,
their engine can develop its maximum thrust without reaching either its pressure or temperature limit.

Lift Generation
In general terms, wing efficiency (lift generation) is a function of density altitude with less lift being produced at higher altitudes and temperatures. This can result in a reduced maximum
takeoff weight as well as a reduction in net climb gradient.

IAS versus TAS

As temperature and altitude increase so does TAS compared to IAS. This will also result in a correspondingly higher ground speed in all phases of flight.

To summarise lower air density reduces lift generated and reduces the thrust produced, both of which degrades an aircraft's performance. The aircraft will also have to travel faster and
therefore carry more energy. Hot temperatures also increase air viscosity, and therefore increase aircraft drag.

DISPATCH PLANNING

Before takeoff and landing pilots must verify that landing certification and operational requirements are met. In normal operations, these limitations are not very restrictive and in most
cases, dispatch at the maximum landing weight is possible. However, landing performance can be greatly penalized in the case of inoperative items, adverse external conditions or
contaminated/slippery runway. Flight preparation is therefore of utmost importance for safe landing. The Maximum landing weight is the lowest of the weights for the landing distance
required, required go-around/missed approach climb gradients and maximum certified (structural) weight. Hot and high operations could have a significant impact on the performance

Within the network, we can consider Madrid (elev 1998ft) and Fez (elev 1896FT) as providing hot and high challenges, but other airfields may also fall into this category. During the
training day we will use Salzburg which has an airfield elevation of 1411FT.
 TAKEOFF OPERATIONAL CONSIDERATIONS This example below shows how hot and high airports can become very restrictive. If the QNH is
below 1013 you will be even more restricted (reduction of approximately 90kg/HPa).
• An increased takeoff run is required due to slower acceleration (reduced
thrust and increased drag) and higher takeoff speeds (increased TAS and There are some options that we can consider to increase the maximum take off weight
groundspeed), permissible. The order in which these options should be considered are,
• Use the IC/EXT toggle in the OPT first
• A tyre’s greatest rotational rate occurs at the point of liftoff from the • If that doesn’t meet the required takeoff weight then different flap settings can be explored, in
runway. Under high altitude/hot day conditions, in which the aircraft’s TAS is conjunction with IC/EXT.
considerably greater than IAS, liftoff speeds can be very fast at high weights • If there is no combination of IC/EXT or flap setting that meet the required takeoff weight then a
and small flap settings.Tyre limit speeds may be compromised (NG – bleeds off take off may be considered.
225mph / Max – 235mph) • Finally when all options are exhausted then the weight of the aircraft may have to be reduced.
• Rate of climb will be reduced (due to reduced thrust and lift)
As can be seen in the example below that using IC/EXT makes a significant difference in the
• Radius of turn will increase (due to the increase in TAS) Maximum takeoff weight

• Stopping distance will increase (due to increased G/S and reduction in brake
efficiency)

• Takeoffs at or near VMBE(Maximum brake energy speed) are normally

encountered at high altitude airports and/or at very hot temperatures. An
RTO from close to V1 speed under these conditions will require the brakes to
absorb a significant amount of energy during the stop. The threats
associated with an extremely high brake energy RTO should be considered
by the flight crew during the pre-takeoff briefing.

• High taxi speed combined with heavy gross weight and a long taxi distance
can result in tyre sidewall overheating. Long distances with continuous light
brake pressure can cause the wheel fuse plugs to melt and deflate the tyres.
If taxi speed is too high, reduce speed with a steady brake application and
then release the brakes to allow them to cool

• To ensure takeoff performance requirements are met it may be necessary to

limit the takeoff weight (by reducing the number of passengers, bags, freight
or fuel), or increase thrust (i.e. use a higher thrust rating, no use of ATRT).

• Careful use of the OPT as part of preflight planning should ensure you
remain within performance limitations.
 LANDING OPERATIONAL CONSIDERATIONS

• An aircraft will be faster on approach due to the increased TAS/ground speed. With a faster TAS the
ROD will be also be higher to maintain the profile. During approach monitor speed and altitude very
carefully.

• Lower air density causes altimeter indications to under-read, but as this is an error in the conservative
direction it is usually neglected. This however may lead to a greater risk of a HEA (see details to the
right). Example: at 41°C and 3900’ QNH, an aircraft will be 200’ higher, and at 2900’ QNH, it will be
100’ higher than indicated on the altimeter. This may lead to a greater risk of a HEA (see details to the
right)

• Tyre limit speeds may be compromised especially if landing with a non normal requiring a higher
approach speed (NG – 225mph / Max – 235mph)

• Missed approach climb gradient may be impacted (due to reduced thrust and lift)

• Stopping distance will increase (due to increased TAS /Groundspeed and reduction in brake
efficiency)

• Brake cooling should always be considered for every landing. When landing at “hot and/or high”
airports this may become limiting. Remember to include any taxi distance in your calculation as this
could have a significant effect at airports with longer taxi distances such as Madrid and Barcelona. • In temperatures lower than ISA, the true aircraft altitude is lower
than the indicated ​altitude​ and we​ therefore apply a correction.
• Consequently, proper Inflight Planning should be completed using the OPT. This will account for the • The​ same logic​ applies for​ temperatures above ISA, where​
increased pressure altitudes and temperatures which will affect your overall landing distance the ​true​ aircraft altitude is higher​ than the indicated altitude.
required. • This issue is covered in very general terms in​ ​FCTM 5.46 and​ 5.53.
• While there​ are​ no​ safety implications from a​ terrain separation
• Consider using Flaps 40 for landing (compared to Flaps 30, Flap 40 approach speed is lower by 7kt) perspective with ​temperatures higher than ISA, there​ are​
implications for​ approach path energy management.
• Select a combination of autobrakes and reverse thrust that best satisifies stopping requirements and
brake cooling.
Chief pilot memo dated 30th June 2022 refers – Approach
• Reduce taxi speed to avoid prolonged use of brakes path management-Hot weather
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If the operation of flaps are in doubt, such as indication of
an incorrect or un-commanded configuration,
• Leading and trailing edge flap position should not be
changed unless performance immediately requires such
action.
• If no damage exists, wing flaps should be operated as
directed in the associated QRH checklist.
• Increasing rolling moments experienced during flap
transition require the crew to return the flap handle to the
previous position.

When dealing with a flap malfunction consider the

following In the event of a Leading Edge Flaps Transit
• There are no memory items annunciating a Non Normal configuration during
• Don’t move the flap lever unless directed by the QRH or approach
if performance immediately requires such action. • Initiate a go-around leaving the flaps in the
• Maintain checklist discipline. There are 5 QRH checklists current configuration OR if necessary due to
relating to flap malfunctions. QRH and FCTM guidance rolling moments, retract to the previous flap
refers. position.
• They are designed to be conducted during low workload • Exercise caution during non-standard
periods, i.e. NOT on approach. configuration go-arounds. Climb to a safe altitude
• Identification of the correct checklist is paramount. Use and complete the appropriate QRH checklist.
the condition statement to carefully validate the checklist
being used is the correct one. The flap malfunction non normal checklists operate
• There is no asymmetry or skew protection available in the same way for all the variants (NG and MAX).
when using the alternate flap extension system. There are some minor differences with some
associated system operation and indications but
The flap slat electronics unit (FSEU) functions include, these are clearly stated in the associated QRH
• Trailing​ Edge (TE) Flap position​ indication;​ ​ checklists.
• Trailing Edge (TE)​ Flap Load Relief;​ ​ ​
• Trailing Edge (TE)​ Flap skew​ and asymmetry detection; ​ ASYMMETRY - If a device on one wing does not
• Trailing Edge (TE)​ Flap un-commanded​ motion align​ with the ​symmetrical device on the other wing,
detection;​ ​ there is an asymmetry condition
• Leading Edge (LE)​ Flap and Slat position​ indication; ​ ​
• Leading Edge (LE)​ Cruise depressurisation;​ ​ SKEW - A​ skew condition occurs when symmetrical
• Leading Edge (LE)​ Flap and Slat un-commanded​ motion​ TE flaps do not operate at the same rate ​causing​ the
detection​ and​ Built In Test Equipment​ (BITE) panels to twist during extension or retraction.
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 TYRE FAILURE DURING TAKEOFF LANDING ON A FLAT TYRE

• When a tyre failure is suspected during takeoff, the landing gear​ can Boeing airplanes are designed so that the landing gear and remaining tyre(s) have adequate strength to
be retracted ​normally. accommodate a flat nose gear tyre or main gear tyre. When the pilot is aware of a flat tyre prior to
• Wheel well design features​ and automatic wheel braking landing,
prevent ​damage from a failed tyre • Use normal approach and flare techniques,
• If the landing gear lever cannot move to UP, do the ​Landing Gear • Avoid landing overweight
Lever Will​ Not Move Up​ After Takeoff NNC as soon as practical. • Use the centre of the runway.
• ATC should be advised of the potential for tyre pieces remaining on • Use differential braking as needed for directional control.
the runway and/or runway damage. • With a single tyre failure, towing is not necessary unless unusual vibration is noticed or other failures
• The crew should consider continuing to the destination unless there have occurred.
is an indication that other damage has occurred.
In the case of a flat nose wheel tyre,
• OMA 8.10.3.2 states that a mayday must be declared for unsafe • Slowly and gently lower the nose wheels to the runway while braking lightly.
landing gear indications or wheel or tyre damage. • Runway length permitting, use idle reverse thrust.
• Autobrakes may be used at the lower settings.
Considerations in selecting a landing airport include, but are not limited • Once the nose gear is down, vibration levels may be affected by increasing or decreasing control
to: column back pressure, however maintain nose gear contact with the runway.
• Sufficient runway length and acceptable surface conditions to
In the case of a flat main gear tyre,
account for the possible loss of braking effectiveness
• Expect a general loss of braking effectiveness and a yawing moment toward the flat tyre with light or
• Sufficient runway width to account for possible directional control no braking
difficulties • Expect a yawing moment away from the flat tyre if the brakes are applied harder.
• Sufficient airport emergency facilities • Maximum use of reverse thrust is recommended.
• Altitude and temperature conditions that could result in high • Do not use autobrakes.
ground speeds on touchdown and adverse taxi conditions
If uncertain whether a nose tyre or a main tyre has failed,
• Runway selection options regarding “taxi-in” distance after
• Slowly and gently lower the nose wheels to the runway
landing • Do not use autobrakes.
• Availability of operator maintenance personnel to meet the • Differential braking may be required to steer the airplane.
airplane after landing to inspect the wheels, tyres, and brakes • Use idle or higher reverse thrust as needed to stop the airplane.
before continued taxi • Extended taxi distances or fast taxi speeds can cause significant increases in temperatures on the
• Availability of support facilities should the airplane need repair. remaining tyres
 PARTIAL OR GEAR UP LANDING

Landing Runway
• Recycling the landing gear in an attempt to extend the remaining gear is not
recommended Use of Speedbrakes
• Consideration should be given to landing at the most suitable airport with adequate • During a partial gear or gear up landing, speedbrakes should be extended only when
runway and fire fighting capability. Foaming the runway is not necessary. stopping distance is critical.
• A gear up or partial gear landing is preferable to running out of fuel while attempting • Since the airplane is easier to control before body parts make ground contact, delay
to solve a gear problem extending the speedbrakes until after the nose and both sides of the airplane have
completed touchdown.
Prior to Approach • Some crews or operators may elect to avoid the use of speedbrakes during any
• If time and conditions permit, reduce weight as much as possible by burning off fuel landing with a partial gear indication.
to attain the slowest possible touchdown speed. • If the crew elects not to use speedbrakes during landing, be aware that stopping
• Advise the crew and the passengers of the situation, as needed. distance may rapidly become critical if all gear remain extended throughout
• Coordinate with all ground emergency facilities. touchdown and rollout.
• Advise the cabin crew to perform emergency landing procedures and to brief
passengers on evacuation procedures. Use of Reverse Thrust
• Reverse thrust should be used only when stopping distance is critical.
Landing Techniques • If reverse thrust is needed, keep in mind that the airplane is easier to control before
• For landing in any gear configuration, establish approach speed early and maintain a body parts make ground contact. If the thrust reversers are deployed before all gear,
normal rate of descent. or the nose or the engine nacelle in the case of a gear that does not extend, have
• When landing with any gear that indicates up or partially extended, attempt to fly the made contact with the runway, the airplane will complete touchdown sooner and at a
aircraft to the runway at the lowest speed possible, but before losing flight control higher speed.
effectiveness. A smooth touchdown at a low speed helps to reduce airplane damage
and offers a better chance of keeping the airplane on the runway. After Stop
• Land on all available gear. The landing gear absorbs the initial shock and delays Accomplish an evacuation, if needed.
touchdown of airplane body parts
• Attempt to keep the airplane on the runway to minimise airplane damage and aid in
evacuation.
• After touchdown lower the nose gently before losing elevator effectiveness.
• Use all aerodynamic capability to maintain directional control on the runway.
• At touchdown speed, the rudder has sufficient authority to provide directional control
in most configurations.
• At speeds below 60 knots, use nose wheel/rudder pedal steering, if available, and
differential braking as needed.
PARTIAL OR GEAR UP COMBINATIONS

Both Main Gear Extended with Nose Gear Up

• Land in the centre of the runway.
• After touchdown lower the nose gently before losing elevator effectiveness.

Nose Gear Only Extended

• Land in the centre of the runway.
• Use normal approach and flare attitudes maintaining back pressure on the control column until ground contact. The engines contact the ground prior to the nose gear.

One Main Gear Extended and Nose Gear Extended

• Land the airplane on the side of the runway that corresponds to the extended main gear down.
• At touchdown, maintain wings level as long as possible.
• Use rudder and nose wheel steering for directional control.
• After all gear, or the engine nacelle where the gear is not extended, have made contact with the runway, braking on the side opposite the unsupported wing should be used as
needed to keep the airplane rolling straight.

One Main Gear Only Extended

• Land the airplane on the side of the runway that corresponds to the extended main gear down.
• At touchdown, maintain wings level as long as possible. Use rudder for directional control. After all gear, or the nose or the engine nacelle in the case of gear that do not extend,
have made contact with the runway, braking on the side opposite the unsupported wing should be used as needed to keep the airplane rolling straight.

All Gear Up or Partially Extended

• Land in the centre of the runway.
• The engines contact the ground first.
• There is adequate rudder available to maintain directional control during the initial portion of the ground slide. Attempt to maintain the centreline while rudder control is available.
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 Historically, an upset has been defined as unintentionally exceeding any one or more of the following conditions:​
THERE ARE MANY CAUSES OF
• Pitch attitude greater than 25° nose up​ POSSIBLE AIRPLANE UPSETS. THESE
• Pitch attitude greater than 10° nose down​ MAY, BUT ARE NOT LIMITED TO THE
• Bank angle greater than 45° FOLLOWING
• Less than the above parameters but flying at an airspeed inappropriate ​for the conditions.
ENVIRONMENTAL
An upset condition is now considered​ any time an airplane is diverting ​from the intended​ airplane​ state. An
airplane upset can involve pitch or roll ​angle deviations as well as​ inappropriate airspeeds for the conditions. • Turbulence
• CAT
• Mountain Wave
A simulator can provide the basic fundamentals for upset recovery, but some realities such as positive or negative g’s, startle factor, and • Windshear
environmental conditions are difficult or impossible to replicate. These limitations in simulation add a degree of complexity to recovery • Thunderstorms
from an actual aircraft upset because the encounter can be significantly different from that experienced during simulator training • Microbursts
• Wake Turbulence
• Startle factor – Pilots are usually surprised and startled when an upset occurs. There can therefore be a tendency for pilots to react • Airplane Icing
before analysing what is happening or to fixate on one indication and fail to properly diagnose the situation • HAIC

• Negative G-Forces - Airline pilots are normally uncomfortable with aggressively unloading the g forces on a large passenger airplane. SYSTEM ANOMALIES
They habitually work hard at being very smooth with the controls and keeping a positive 1-g force to ensure cabin crew and passenger
comfort and safety. Therefore, they must overcome this inhibition when faced with having to quickly and sometimes aggressively unload • Flight Instruments
the airplane to less than 1 g by pushing down elevator. It should not normally be necessary to obtain less than 0 g. Most simulators • Autoflight systems
cannot replicate sustained negative-g forces. Pilots must anticipate a significantly different cockpit environment during less-than-1-g • Flight control anomalies
situations. They may be floating up against the seat belts and shoulder harnesses. It may be difficult to reach or use rudder pedals if
they are not properly adjusted. PILOT INDUCED

• Use of full control inputs – Utilizing full flight control authority is not a part of routine airline flying. Pilots must be prepared to use full • Instrument crosscheck
flight control authority if the situation warrants it. In normal conditions, flight control inputs become more effective with increased • Inattention and distraction
speed/reduced angle of attack. Conversely, at speeds approaching the critical angle of attack, larger control inputs are needed for given • Vertigo or spatial
aircraft reactions. It is important to guard against control reversals. There is no situation that will require rapid full-scale control disorientation
deflections from one side to the other. • Improper use of airplane
automation
• Non-intuitive factors – Pilots are routinely trained to recover from approach to stalls. The recovery usually requires an increase in thrust
and a relatively small reduction in pitch attitude. Therefore, it may be counterintuitive to use greater unloading control forces or to
reduce thrust when recovering from a high angle of attack, especially at lower altitudes. If the airplane is stalled while already in a nose
down attitude, the pilot must still push the nose down in order to reduce the angle of attack. Altitude cannot be maintained and
should be of secondary importance.
In most cases effective situational awareness will avoid an upset from developing in the
first place. However, it is important that the first actions for recovering from an airplane WARNING: If the airplane is stalled,
upset be correct and timely. Exaggerated control inputs through reflex responses must be then first recover from the stall.
avoided. It is worth repeating that inappropriate control inputs during one upset recovery The sequence of actions detailes below are
can lead to a different upset situation. However, the pilot still must recognise and confirm for guidance only and represents a series of An airplane stall is characterised by
the situation before a recovery can be initiated. Regaining and then maintaining control of options to be considered and used depending one or more of the following
the airplane is paramount. Communication between crew members will assist in the on the situation. Not all steps may be needed conditions:
recovery actions. To recognise and confirm the situation crew must assess airplane once recovery is underway. Good pilot • Stall warning/stick shaker
• Attitude judgment is essential. • Buffeting, which could be heavy
• Airspeed • Lack of pitch authority
• Altitude • Lack of roll control
• And trend information through instrument crosscheck. • Inability to arrest descent rate.

NOSE HIGH RECOVERY NOSE LOW RECOVERY

• At speeds well above VMO/MMO nose-up pitch rates may be reduced due to
• Pitch Trim, if needed, should be used sparingly, to avoid a reversal of upset. extreme aerodynamic loads on the elevator
• If altitude permits reducing thrust may be required. • Pitch Trim, if needed, should be used sparingly, to avoid a reversal of upset
• If normal pitch controls don’t stop an increasing pitch, then using 45 degrees to a • Reducing thrust will cause additional nose down moment
max of 60 degrees angle of bank could be needed • Extending speed brakes will cause nose-up pitch and increase in drag
• Finally, use careful rudder input only if roll control is ineffective and airplane is not • Note: Use care during recovery from a nose low attitude. If the pull up is too
stalled aggressive, a "secondary" stall or sustained stick shaker may result.
• WARNING: Excessive use of pitch trim or rudder may aggravate an upset situation • WARNING: Excessive use of pitch trim or rudder may aggravate an upset situation or
or may result in loss of control and/or high structural loads may result in loss of control and/or high structural loads
To recognise that a stall is about to occur there are several
indications on the PFD to look for:
• Pitch Limit Indicators (PLIs),
• Airspeed approaching or in the lower amber band,
• Amber Flashing box around indicated speed,
• “AIRSPEED LOW, AIRSPEED LOW” aural alert coincides with the
amber speed box flashing on the PFD.
• FMC Buffet alert message (flaps up only),

On takeoff the lower amber band is not displayed until the first flap
retraction or until a valid Vref is selected. This makes it more
difficult to recognise a low speed condition.

Because there is no amber band displayed, the speed box will not
flash amber if the speed is reduced. This also means that there is
no “AIRSPEED LOW, AIRSPEED LOW” aural alert until first flap
retraction or a valid Vref is selected.

An airplane stall is characterised by one or more

of the following conditions:
• Stall warning/stick shaker
• Buffeting, which could be heavy
• Lack of pitch authority
• Lack of roll control
• Inability to arrest descent rate.
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• All recoveries from the approach to stall should be done as if an actual stall has occurred. The Approach to stall recovery is broken into three sections:
• Immediately do the recovery at the first indication of a stall (buffet or stickshaker) Initiate the recovery, Continue the recovery + Complete the recovery
• DO NOT use flight director commands during recovery
• Most critical action is to reduce the angle of attack

During the training session the following approach to stall exercises will be completed

• APPROACH TO IN THE CLEAN CONFIGURATION

• APPROACH TO IN THE TAKEOFF CONFIGURATION
• APPROACH TO STALL ON FINAL APPROACH

Note: Use care during recovery from a nose low attitude after the buffet and/or stick shaker have
stopped.

If the pull up is too aggressive, a "secondary" stall or sustained stick shaker may result.

How much thrust that is applied “as needed” will depend on the situation.

• Too much thrust whilst the airspeed is low may cause an additional nose up pitching moment,
further increasing the AoA.
• If the stall occurred as a result of a slowly reducing airspeed with the autopilot engaged (such
as was the case with the THY B737-800 accident at AMS) then the autopilot may have added a
significant amount of nose up trim which should be trimmed out by the pilot during the initial
stall recovery.
• Trim is particularly important if the stall occurs in the landing configuration close to the Under certain conditions, where high thrust settings are already applied such as
ground where a more expeditious application of thrust (up to maximum) is appropriate. If the during takeoff or go-around, it may be necessary to reduce thrust in order to
airplane is in trim the risk of an uncontrollable nose up pitching moment as a result of adding prevent the angle of attack from continuing to increase.
thrust is reduced and the pitch attitude is easier to control through the control column and
If during the ILS final approach exercises the decision is made to go-around, the
elevator. Approach to Stall or Stall Recovery manoeuvre must be completed before the go-
• Remember that turbofan engines may take up to 8 seconds or longer to spool up from idle. around is initiated.
 UNACCEPTABLE FLIGHT PATH DEVIATIONS are
PILOT FLYING PILOT MONITORING
PREDICTIVE WINDSHEAR – WX RADAR GENERATED recognised as uncontrolled changes from normal
MANUAL FLIGHT
steady state flight conditions below 1000 feet
• Disengage autopilot. • Verify maximum
CAUTION AGL, in excess of any of the following:
• Push either TO/GA switch. thrust.
• “MONITOR RADAR DISPLAY” • 15 knots indicated airspeed
• Aggressively apply maximum • Verify all needed
➢ Manoeuvre as needed • 500 fpm vertical speed
thrust actions have been
• 5° pitch attitude
• Disengage autothrottle. completed and call
WARNING • 1 dot displacement from the glideslope
• Simultaneously roll wings level out any omissions.
• “WINDSHEAR AHEAD, WINDSHEAR AHEAD” • Unusual thrust lever position for a significant
and rotate toward an initial
➢ Before V1, RTO period of time.
pitch attitude of 15°.
➢ After V1, Windshear Escape Manoeuvre • Retract speedbrakes.
• “GO AROUND, WINDSHEAR AHEAD” • Follow flight director TO/GA
➢ Perform Windshear Escape Manoeuvre or guidance (if available)
Once clear of windshear, it is imperative that the
➢ At pilot’s discretion a Go Around AUTOMATIC FLIGHT
aircraft energy state is brought under control.
• Push either TO/GA switch • Verify GA thrust.
Max thrust will be set, airspeed may be rapidly
Some airfields can have spurious predictive windshear • Verify TO/GA mode • Verify all needed
increasing and climb rate may be very high.
alerts as per the AFB. At the captain’s discretion the take- annunciation. actions have been
Consider the following points
off or approach may be continued. • Verify GA thrust. completed and call
• If on approach, consider a go around
• Retract speedbrakes. out any omissions.
• Promptly call flap 15 and make sure
• Monitor system performance
thrust is brought back to go around
MANUAL OR AUTOMATIC FLIGHT
thrust (~90%N1 NG, ~85%N1 Max)
• Do not change flap or gear • Monitor vertical speed
ACTUAL HARD WINDSHEAR – EGPWS GENERATED • If on takeoff consider setting approximately
configuration until windshear is and altitude.
15°NUP and reducing thrust to around 85%-
no longer a factor. • Call out any trend
90% N1
WARNING • Monitor vertical speed and toward terrain
• Two tone siren and “WINDSHEAR, WINDSHEAR, altitude. contact, descending
Our SMS system trends indicate that whilst
WINDSHEAR” OR Unacceptable flight path deviations • Do not attempt to regain lost flight path, or
Windshear escape manoeuvres are generally
➢ Perform the Windshear Escape Man airspeed until windshear is no significant airspeed
handled well the transition to normal flight there
longer a factor changes.
afterwards can often be mishandled.
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 Planning
• Consider weather / runway / services available / maintenance
• Carefully assess landing performance
• Communicate and co-ordinate your requirements with ATC
MANUAL REVERSION HANDLING CHARACTERISTICS

• A​ noticeable dead band in both pitch and roll with high control forces Approach
• The control wheel must be ​deliberately returned​ to the aileron​ neutral​ position. • Fly a long straight-in approach.
• On the Max, due to the fly by wire spoiler ​system, control wheel forces will be • Keep thrust changes small​ and slow to​ allow for ​pitch trim changes.
higher during any initial lateral displacement ​but will decrease slightly​ as • Establish landing configuration and approach​ airspeed early.
deflection increases. • Allow time for manual gear extension and alternate flap extension
• Both electric and manual trim​ are still​ functional but do​ not over trim. • Do not make a flat approach.
• The airplane ​should be trimmed slightly​ nose up and a light forward​ pressure • Anticipate that​ the airplane tends to​ pitch down as thrust​ is reduced for
held on the control column to minimize the effects of the elevator dead band. touchdown.
• Caution​ must be exercised to not over-control the rudder. • To help reduce the pitch​ down tendency, trim slightly nose up​ on
• The standby​ rudder includes a yaw damper which aids roll control ​handling approach and initiate the flare at a higher than normal altitude.
qualities in the aileron​ dead band area during manual reversion • Although​ trimming​ during the flare is not normally recommended, the
high control column forces required​ during landing in this situation​ can be
reduced​ by adding a small amount of nose up trim during the flare.

If a go-around​ is required
• Apply​ thrust​ smoothly and​ in coordination​ with ​stabiliser trim.
WHEEL TO RUDDER INTERCONNECT SYSTEM (WTRIS) SYSTEM • Rapid thrust application results in nose-up pitch forces.
• Gear can not be retracted
• Assists​ manual reversion during​ turns, reducing​ pilot workload​ ​ • Course of action​ in event​ of diversion; fuel considerations (additional drag
• Available​ only when system A & B hydraulic systems are​ depressurised​ ​ penalty due to gear and leading edge devices)
• FLT CONTROL​ Switches are in STBY RUD and YAW​ Damper has been​ reset to; ON​ ​ • Flaps – after a complete​ extend/retract cycle​ (0-15-0) allow 5​ minutes
• SMYD 2​ computer​ commands​ small​ amounts of standby rudder deflection​ (up cooling before attempting another​ extension.
to ​2.5°) when it senses control​ wheel input – WTRIS is​ only in SMYD2​ ​
• Pilot can override WTRIS​ input with​ rudder or trim​ ​ After touchdown,
• Rudder movements by​ WTRIS​ does not displace rudder​ pedals​ • Thrust reverser operation is slow.
• Apply​ steady brake pressure since only accumulator pressure is​ available.
• Do not apply excessive forward ​pressure to the control column.
• Do not attempt to taxi the airplane after stopping because the
accumulator pressure ​may​ be depleted​ or close to being depleted.
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 The left and right trim wheels are offset by
90° to allow the crew to use more force when
trimming the aircraft
!!! WARNING !!!
Ensure the stab trim cutout It is advisable to stow the inboard armrests for
switches are in the ‘CUTOUT’ easier access to the trim wheel handles.
position prior to the manual trim
handles being used.
The trim wheels move with
considerable force!

NORM – Control column actuated stabiliser trim

cutout switches stop operation of the main
electric and autopilot trim when the control
column movement opposes trim​ ​direction.
The control column stab trim switches contain two
individual switches.
OVERRIDE – Bypasses the control column
• 1 switch powers the trim system actuated stabiliser trim cutout switches to
restore power to the stabiliser trim switches and
• 1 provides control over the trim system electric trim can be used regardless of control
column position.
Both need to be activated to obtain electric trim
input!
 MANUAL TRIMMING TECHNIQUES
Effective trimming techniques

• The flight path must always be prioritised.

• Trim using electric trim if available

• If electric trim is not available:

• Position the stab trim cutout switches to cutout.
• Use the manual trim wheels to relieve control column
forces

• Up to Two pilot input can be applied safely to the manual trim

system.

• Prior to moving the STAB TRIM cutout switches to CUTOUT, the

pilots should use main electric stabilizer trim to attempt to reduce
column forces. This will minimize the force required to trim the
stabilizer manually as well as reducing crew workload.

• Boeing flight tests and ergonomic evaluations demonstrated that a

small stature, 5 ft 2 in pilot can manage the trim wheel forces
throughout the flight envelope.

• The Pilot Flying can fly and trim

• The Pilot Monitoring can trim at the direction of the pilot flying
When manually trimming the aircraft remember that any change to:
• Both pilots can trim at the same time • Configuration
• Thrust
• The Pilot Monitoring can use one or both hands to trim • Speed
…will result in the aircraft becoming out of trim!
These techniques will require positive crew coordination and
management to be successful.
A​ runaway stabilizer condition can be recognised by
• Continuous uncommanded movement of stabilizer trim, or
• If stabiliser​ trim is occurring in a manner that​ is ​not​ appropriate
for current flight conditions. Use the manual trimming
techniques described earlier. Up to
Since commanded stabiliser trim can occur ​automatically, via the a two pilot effort may be required
STS or autopilot trim, the pilot needs to consider the existing flight
conditions to ​determine if a runaway stabiliser condition exists. For Airspeed may need to be reduced to
example, some stabilizer ​trim movement can be expected to occur reduce the effort needed to
during speed, altitude, or configuration​ ​changes. manually trim

Establish landing configuration and

Steps 4 and 5 aim to maintain / re-establish control of the flight in trim condition early on final
path. approach to help manage the
workload
The importance of maintaining flight path control whilst
completing the memory items can not be overstated. FCTM 8.11
states that “although the steps in the Runaway Stabiliser NNC are
sequential, these steps can be accomplished simultaneously”. Once
the autopilot is disconnected, control column and main electric
stabiliser trim are available and should be used to maintain airplane
control.
In the event of a go around using
manual trim select TO/GA and
It is important to be aware that although a runaway stabiliser event
has occurred the Main Electric Stabiliser trim is available at all times advance thrust smoothly while
unless the STAB TRIM cutout switches are in the CUTOUT position. manually trimming the stabiliser.
Crew should anticipate that nose
Note: depending on the cause of the runaway, electric stabiliser down trim will be required as the
trim inputs may stop, but not reverse the runaway or have no effect aircraft accelerates during flap
at all. retraction. The PM may assist the
PF in applying these inputs.
Main Electric Stabiliser trim commands override Speed Trim System
(STF or MCAS function) trim inputs. When the crew release the
Main Electric Stabiliser trim switches the runaway may resume, and
multiple inputs may be needed to maintain flight path control.
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Practice Hand Flying

There is no reason why a flight crew would voluntarily decide to disconnect the autopilot and flight directors under normal operation.

Ryanair has committed to having F/D off flying opportunities in all RST training sessions. There is no safety case to justify turning off the A/P and AFDS in
a Boeing 737 engaged in commercial transport operations – doing so increases the chance of an undesired aircraft state.

This commitment from Ryanair must be met by a reciprocal commitment from our flight crew to observe and respect procedures and boundaries that are
clearly set out in Operations Manual Part A (8.3.18).

Policy on the Use of Automation, AFDS (Operations Manual Part A 8.3.18)

The Flight Director system shall not be switched off when serviceable during flight operations. Crews are reminded that Flight Directors are to be used in
all phases of flight unless it is directed to be turned off by procedure or checklist, and that flight director OFF flying for the maintaining of pilot proficiency
practice shall NOT be practiced during line operations.

Procedures for re-engaging of AFDS automation is provided in FCOM Vol 1.

The Flight Director system should not be switched off when serviceable during flight operations.

Practice Hand Flying (Operations Manual Part A 8.3.18.1)

It is also recognised that "hand flying" the aircraft is a required skill and Commanders, having due consideration to workload and environmental
conditions, are authorised to allow pilots to hand fly the aircraft in controlled airspace below FL245.

Practice hand flying is prohibited in the following circumstances:

• Thunderstorm activity
• Towering cumulus activity
• Areas of known or forecast windshear
• Areas affected by gale warning
• TMAs
• While any Non-Normal procedure is in progress when the autopilot is available and it is appropriate to use it.
During the LOS training you will fly a raw data (No F/Ds or A/T) departure off runway During the LOS training you will complete a steep turn exercise. The objective of the
33 in Salzburg. steep turn manoeuvre is to familiarise the pilot with airplane handling characteristics
beyond 35° of bank and improve the instrument scan/crosscheck.
• Manually set takeoff thrust. PM
During training, 45° of bank is used for this manoeuvre. It is not intended that the
• Rotate to 15° initially then adjust pitch to maintain V2 – V2+20. A good scan is
pilot should ever be required to bank greater than 25° to 30° in any normal or non-
required. normal condition.
• At 1000ft agl lower the nose to 8°, accelerate and retract the flaps
• At WS610 begin a left turn to TRAUN. Approximate track will be 296° TURN ENTRY DURING THE TURN
• Adjust the pitch to maintain a climb at the up speed (~12°) and then accelerate to • FL100 @ 250kts • Pitch and thrust control are
250kts when appropriate (~6°) • Normal turn entry to 45° AOB the same as for a normal turn;
• Control the ROC using pitch and thrust approaching the level off @ 8000ft • An increase in pitch is required as the however, larger pitch
• A good rule of thumb is to start levelling off at 10% of your ROC. For example at bank angle is increased to maintain adjustments are required for a
2000fpm start the level off at 200ft to go. constant altitude. given altitude deviation.
• Level off with approximately 5.5° and 55% remembering to reduce thrust. • DO NOT use trim • Smooth and positive control is
• An increase in thrust is required to required. A rapid instrument
ATTITUDE + THRUST = ANTICIPATE THE WIND AND THE maintain constant airspeed scan is required to detect
PERFORMANCE EFFECT IT WILL HAVE ON THE TURN deviations early enough to be
ROLLOUT corrected by small
• Roll out at the same rate as used adjustments.
during normal turns. • Varying the angle of bank
Fixed N1 Takeoff CLB at 250kts
• Normally rollout should begin 15° to while turning makes pitch
10 ° NUP
20° prior to the desired heading. control more difficult. If
Accel to 250kts • A decrease in pitch is required as the altitude loss becomes
6 ° NUP bank angle is decreased to maintain excessive, reduce the angle of
5000ft
constant altitude. bank as needed to regain
• A decrease in thrust is required to positive pitch control.
Climb at the up SPD maintain constant airspeed.
12.5 ° NUP
• Attitude Indicator is reliable for accurate pitch and bank information through the
CLB V2-V2+20 BUG UP turn
15° - 18° NUP 8 ° NUP • IVSI indications are reliable during the turn
• Altimeter Crosscheck the direction and rate of change, and make smooth minor
To level off the aircraft at adjustments to the pitch attitude for corrections.
5000ft set approximately • Airspeed changes very slowly because of small changes in thrust and drag.
• 5.5 ° NUP Anticipate thrust changes and apply them at the first indication of change on the
• 55% N1 airspeed indicator. An increase in thrust is required as bank angle increases.
 ATTITUDE
ND and Thrust
Tips
• Take account for the wind vector and GLIDESLOPE / ALTIMETER / IVSI – Watch for trends and
anticipate the effect the wind will have. • Rapid Scan. Don’t fixate on a particular make small changes
• Bring the ND into your scan to help element
establish and maintain the localiser. ND • Use trim
• Anticipate trends ATTITUDE
in map mode is track up.
• Use the trend vector to aid turning onto • Anticipate the balloon effect when
the localiser, consider the wind effect extending the flaps AIRSPEED – Watch for trends and make early, small
• Keep scanning the thrust and make • Know your pitch and thrust settings corrections to the thrust.
small changes as it will have an effect • Use the IVSI and try to maintain a constant
of the pitch of the aircraft ROD. If the ROD shallows off to 400fpm
then you are going to get high. ATTITUDE

Use the P.I section of the QRH

for datum pitch and thrust LOC / ND TRACKING
settings for various phases of The raw data ILS will be flown as a standard LOW
the approach DRAG approach. Approximately idle thrust will be
THRUST – Make small adjustments. Remember the effect it
required with flaps 5 on a 3° glideslope.
has on the pitch

Note final approach speed is

based on Vref + 10
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 LANDING TECHNIQUE
TAKEOFF TECHNIQUE
• De-crab during the flare
• Maintain the centreline with rudder. The rudder becomes more • Establish crab angle, keeping the wings level during the approach
effective as IAS increases. Don’t pump the rudder. • During the flare apply downwind rudder and into wind aileron to track the
• Apply the minimum aileron into wind to keep the wings level. Be aware centreline and maintain wings level.
spoilers will deploy at 10° Aileron deflection which has not been • Touchdown in Crab
accounted for in performance calculations • Recommended to be used on a slippery runway
• Use a normal rotation technique and anticipate the extra aileron input • Allows for rapid spoiler and autobrake deployment
to keep the wings level. • Reduces drift on touchdown
• Don’t rotate during a gust. Momentarily delay rotation • Prompt rudder and aileron input required on touchdown to maintain
• Do not rotate early or use a higher than normal rotation rate in an proper directional control
attempt to clear the ground • Not recommended for dry runways as the aircraft will track upwind on
• Once airborne slowly neutralise the rudder and aileron input to landing which is undesirable
transition from cross controls to crab into wind. • Sideslip technique is not approved for Ryanair Operations

During landing rollout

• Keep the aileron into wind and positively maintain the centreline using rudder
TAKEOFF CONSIDERATIONS • The rudder will become less effective as the IAS decreases
• If directional control is impaired consider reducing reverse thrust to idle
• Flap 5 is the normal departure flap setting; flaps other than Flap 5
shall be used when operationally necessary.
• All Flap 1 departures shall be flown by the Captain as PF
• If crosswind component is in excess of 10kts a fixed derate is LANDING CONSIDERATIONS
permitted, however assumed temperature thrust reduction is not
permitted. FCOM NP.21.35 provides more guidance. • When flying with inexperienced co-pilots or a co-pilot newly converted onto type,
• Consider using higher thrust settings during gusty/crosswind the Commander shall perform the take-off or landing himself when crosswinds
conditions more than 2/3rds of limiting value
• Consider increasing the Vr speed as per OMB-P during gusty • Inexperienced co-pilots shall not conduct the landing when the crosswind is in
conditions. excess of 15kts during normal operation
• When flying with inexperienced co-pilots or a co-pilot newly converted • Apply appropriate adjustments to the approach speed during gusty/crosswind
onto type, the Commander shall perform the take-off or landing conditions
himself when crosswinds more than 2/3rds of limiting value. • Don’t hold off in the flare
• Don’t trim in the flare
• Don’t allow the pitch to increase after touchdown
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 Aviation Security Measures A Hijack may occur at any time. The handling of a Hijack Incident and the
The prime objective in a high-jack
procedures to be followed are contained in
situation is “the safe release of
RYR Security Features include: • The Security Manual
all passengers and crew”
• Lifejackets in PSU, No seat pockets, Hat bin mirrors • The Ryanair​ Operations Manual Part A
• Catering/cleaning once daily – crew clean on • The Safety & Emergency Procedures Manual.
There are five main types or
turnarounds
hijacker
• 25-minute turnaround The​ term “unlawful interference” and “special security event” also refer to a Hijack​
• Criminals
• Sealed panels and hatches situation. Refer also to Section​ 10.3, Airborne Security Events
• The mentally unbalanced
• No 3rd party cargo
• Refugees
• Base Structure Key Points For Pilots​: To avoid an incident ensure that:​
• Terrorists
• Airside Crew Rooms
• Political Hijackers
• Risk Assessment, Audits, Inspections, Tests • Communications with ATC maintained at all times.
• Distress frequency selected on Standby, with volume.​
WHAT DOES AN ‘INSIDER’ LOOK LIKE? Resolution of Hijack • BE AWARE of potential situations such as loss of comms, inadvertent A7500​
selection which​ may indicate a potential security alert.​
• Permanent, temporary or contract worker If attempts to resolve​ a hijack​ • COMMUNICATE clearly to all parties when you perceive actual or​ perceived
• No malicious intent when joining organisation through negotiation fail,​ the security threat to your aircraft.​
• Legitimate access – unauthorised purposes authorities may​ consider a • THREAT ASSESSMENT-make contact with​ Operations ASAP​ to​ ensure​ all​ pertinent
• Motivation resolution by force.​ ​ In such​ information is shared.​ (RYR has trained THREAT ASSESSORS​ available in OPS.)​
• Financial gain circumstances, you​ will be treated • VOLUNTEER INFORMATION regarding the integrity of the flight deck​ and be clear
• Political or religious ideology as a​ possible​ Hijacker until the and concise about the exact nature​ of the threat. If the flight deck​ is secure,
• Desire for recognition authorities verify that you are include “FLIGHTDECK​ SECURE” in your transmission.​
• Loyalty to family/friends/country part of the Aircrew.​ When the • Use appropriate RT phraseology, and special purpose transponder codes.​
• Revenge incident has been resolved​ you • Follow Government instructions whether given by radio​ or​ visual signals
will be fully​ debriefed by the
WARNING SIGNS authorities. Any information you
can give will be useful.​ You are
• Personality traits – changes, erratic behaviour likely to be​ pursued​ by​ the Press
• Lifestyle – changes, challenges and other media groups. You Other Ryanair Security Policies​
• Change in working patterns (28% of incidents Out must adopt​ the policy of “NO • In a hijack/unlawful interference situation the immediate priority is to land the
of Home) COMMENT” and refer all aircraft safely as soon as​ possible.
• Sudden interest in other roles/areas questions to the Company Press • Once on​ the ground maintain the flight deck​ secure, keep ATC advised of​ status
• Unusual IT activity Officer. ​ Never​ give​ any​ and follow State Authorities’ instructions.
• Unusual personal travel arrangements information regarding the • On​ no account are the pilots to open the flight deck door until the unlawful​
incident to the Press. Remember, interference/hijack situation is resolved.
TRUST YOUR INSTINCT! your unguarded comments could • Use the deadbolt “Locked key​ inoperative” position to ensure the fight deck door
be of use to would-be hijackers. is locked.
 FLIGHT CREW ACTIONS IN THE EVENT OF A HIJACK SITUATION CABIN CREW ACTIONS IN THE EVENT OF A HIJACK SITUATION

Hijack Procedures Airborne​ DO:​ ‘9 Point Plan’​

• A hijack situation in flight​ will​ invariably occur in​ the cabin and the flight • Try to warn the Flight Crew
deck​ will​ be made aware​ of this from the cabin. when the incident begins. Use To contain the situation on board and assist the
• On​ no account are​ the pilots to open​ the flight deck door until the unlawful the interphone and​ say, “A authorities and your rescuers, the following nine
interference/hijack situation​ is resolved.​ passenger demands to see the point plan should be followed:​
• Use the deadbolt “Locked key inoperative” position to ensure the flight Captain”.​
deck door​ is​ locked.​ • Obey hijackers orders.​ 1. Remain seated in take-off/landing positions.​
• Set Transponder to 7500.​ • Ensure that only one CC at a • Rescuers expect you to be there.​
• As soon as possible inform ATC using correct phraseology and include​ time approaches​ the​ hijacker(s) • Communication at hand.​
“Flight deck secure” “MAYDAY-MAYDAY-MAYDAY; UNLAWFUL at any one time.​ • Available to help with evacuation.​
INTERFERENCE/HIJACK; FLIGHT​ DECK SECURE; RYANAIR 123”.​ • Wherever possible, close and 2. Keep​ aisles clear.​
• Plan to land as soon as possible and inform ATC. ATC will accept your​ lock bars.​ • In case of evacuation.​
landing location unless a State​ ​ Authority prevents this. ATC will then • Be observant at all times (your • Allows rescuers easy access through
suggest suitable airports where you can land safely.​ information may help the the cabin.​
• Follow instructions as directed by State agency or ATC.​ authorities when​ the incident is 3. Serve passengers with trays.​
• Avoid violent aircraft manoeuvres concluded).​ • If food is delivered to the aircraft – it
• Negotiate patiently.​ will be on​ trays.​
• Follow the 9 point plan. • If there are no trays onboard use
Hijack Procedures on Ground empty bar​ trolley drawers.​
• Advise ATC. Follow their instructions. It is highly unlikely that the flight will​ • Keep aisle clear.​
be​ allowed​ to take off. 4. Keep passengers under control.​
DO NOT:​
• You may be required​ to position the aircraft to another part​ of the airport. ​ 5. Keep passengers movement to a minimum.​
• Antagonise or argue.​
• After landing in a hijack situation complete​ all after landing checks. • To avoid hijackers feeling threatened.​
• Talk down to them or​ appear
• Ensure the flight deck door​ is locked using the dead bolt “Locked key 6. Make mental note of passenger​ movement.​
clever.​
inoperative” position.​ The flight deck must​ remain secure. • May help to identify “Sleepers”.​
• Refer​ to​ insanity​ or​ mental​
• The Commander shall keep​ the Authorities​ advised. 7. Collect information.​
disorders,​ even​ in​ an​ attempt​ to​
• The Commander should recognize that his assessment of the situation is​ • Number of​ hijackers.​
ease​ the​ tension​ by making a
limited to the confines of the aircraft. He must expect the Police or other • Details of clothes, shoes, accents,
joke.​
Authorities to take control. It then becomes​ his duty​ to comply with their weapons, ammunition, radios, etc.​
• Give alcohol unless demanded.​
instructions to the best of his ability. 8. Be​ prepared​ to evacuate.​
• Make any sudden move likely to
be misunderstood.​ • Evacuation drills.​
• Try to disarm the​ hijacker.​ 9. Review emergency procedures.​
Crew are reminded about the availability of the Security Threat Checklist on
• Suggest a course of action (you • Response to emergencies such​ as first
Docunet, which enables effective management of enroute security threats and
may be blamed if​ it goes wrong). aid or​ fire.
compliance with approved Ryanair Group Security Procedures
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The QRH Smoke, Fire or Fumes Checklist is a complex checklist that requires familiarisation It must be stressed that for smoke that continues or a fire that cannot be positively
and understanding to be used correctly and efficiently. Circumstances requiring its use are confirmed to be completely extinguished, the earliest possible descent, landing, and
most likely demanding, high workload situations. Knowledge and confidence in the use of evacuation must be done.
the Smoke, Fire or Fumes checklist is important in dealing with potentially life threatening
circumstances. If a smoke, fire or fumes situation becomes uncontrollable, the flight crew should
consider an immediate landing. Immediate landing implies immediate diversion to a
How important is checklist familiarisation? UPS Airlines Flight 6 was a cargo flight operated runway. However, in a severe situation, the flight crew should consider an overweight
by UPS Airlines. On September 3, 2010, a Boeing 747-400F flying between Dubai landing, a tailwind landing, an off-airport landing, or a ditching.
International Airport and Cologne Bonn Airport developed an in-flight fire, with the fumes
and subsequent crash resulting in the death of the two crew members. The aircraft had
departed Dubai International earlier, but returned after reporting smoke in the cockpit. Below is a brief record of UPS flight 6

Anytime Smoke, Fire or Fumes is identified on board the aircraft in • 15:12 master warning light and audible alarm warning the crew of a fire.
flight the crew will commence this checklist. The checklist prioritises • 15:13 CPT informed ATC there was a fire indication and that they needed to land as
SEP 4.18.9 soon as possible. An emergency was declared.
actions by first indicating that a diversion may be needed. The next Smoke and
step is to keep Crew safe through use of oxygen and smoke goggles as • At 15:14 the A/P disconnected and a second fire bell sounded. 15:15 “I need a
Fumes descent down to ten thousand right away sir”.
needed. Do not deploy • 15:15 CPT “Alright. I’ve barely got control.” F/O “I can’t hear you.” CPT “Alright.”
passenger F/O “alright….find out what the hell’s going on, I’ve barely got control of the
oxygen masks. aircraft.” CPT “I have no control of the aircraft.” CPT “I have no pitch control of the
The oxygen aircraft”
system is for use
only during a They regained control of the elevator. Meanwhile, the cockpit was filling with smoke.
cabin pressure Within two minutes, neither crew member could see the control panels or look out of
loss. The masks the cockpit.
do not seal • 15:18 Control difficulties in pitch were experienced. “the cockpit is full of smoke”
around the • 15:18 the PNF expressed difficulty inputting data into FMS due to the reduced
mouth and visibility.
therefore smoke • 15:20 Capt: “get me oxygen” F/O “I don’t know where to get it” CPT “you fly”
in the cabin
would be The CPT removed his oxygen mask and smoke goggles and said, “I cannot see”. That
inhaled, and was the last recording of the CPT.
oxygen would • 15:30 “Current airspeed immediately”, “I’m flying blind”
escape from the • 15:38 Gear selected down. “Sir, where are we? Where are we located?”
mask, feeding • 15:40 GPWS sink rate is heard. What is my altitude, and my heading? My
the fire. airspeed?”
• The last “Pull UP” GPWS warning was heard at 15:41.
The following table describes the rationale for the Smoke, Fire or Fumes Checklist steps. It includes the purpose of the step and the reason for its sequential placement in the checklist.

STEP TASK
1 Diversion may be needed.
This step establishes the mindset that a diversion may be needed.
Rationale = We use the word “may” because the crew should not initiate a diversion before a preliminary assessment of the fire/source. This step is placed at the beginning of the
checklist to immediately establish that a diversion may be needed.
2 Oxygen Masks (If required) ……………………………………………………………………………………………………………………………………………………………………………………………………...ON, 100%
3 Smoke Goggles (If required) ………….……………………………………………………………………………...........................................................................................................................ON
These steps protect the flight crew from smoke inhalation and fume absorption. Oxygen masks are on at 100% so the oxygen supply does not mix with the smoke or
fumes. Steps are early in the checklist to ensure the flight crew is protected immediately after smoke/fumes detection. Steps are separate because they may be separate
devices (RYR has quick donning Oxygen Masks withvisors).
Rationale = The flight crew should don oxygen masks anytime smoke/fumes are detected on the flight deck. The trigger to don masks is the smoke not the checklist. The steps are
not ‘memory items’ nor are they required because oxygen masks and smoke goggles may not be required for all smoke events. We rely on flight crew judgment to decide
when to don the devices. The “if required” statement also permits airlines to be flexible in training when to don the masks or to leave the timing decisions to the flight
crew’s discretion.
4 Establish Crew and Cabin Communications
This step initiates timely coordination and communication between the flight and cabin crew. The step is placed after steps 2 and 3 to not delay donning of oxygen masks
Rationale = and goggles, if required. The communication with cabin crew is made explicit because the cabin crew is an important resource for assisting the flight crew with source
identification and confirmation of elimination.
5 to 13 Initial steps to accomplish based on Boeing 737 guidance
These steps quickly isolate probable ignition sources based on historical fleet data or analysis. The flight crew is expected to take action without delay and without
Rationale =
assessment. The steps are placed early in the checklist to immediately isolate probable sources to reduce the risk of event escalation.
14 Anytime smoke or fumes become the greatest threat: ►► Go to the Smoke or Fumes Removal checklist.
Smoke removal should be accomplished only when the smoke/fumes are the greatest threat or when the source is confirmed extinguished.
Rationale = Smoke removal may change the airflow and make the situation worse by fanning a source or it may mask the source. Smoke removal steps are clearly identified and be easy
to find.
Assessment and actions required to confirm, isolate and extinguish the source. The crew must determine if the source is extinguishable. The outcome of the
15 assessment is a decision to extinguish the source or initiate a diversion. After the source is identified, the crew should use all available resources to actively extinguish
the source.
16 The crew must confirm that the source is extinguished. The outcome of the assessment is a decision that the source is extinguished or to continue the checklist.
• The cockpit crew should not delay a diversion if the source remains unknown or cannot be extinguished.
17, 18 + 19
• If the Smoke, Fire or Fumes situation becomes unmanageable, consider an immediate landing.
WARNINGS
• The purpose of this warning is to remind the crew that an immediate landing may be required if the situation deteriorates.
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•
•

•
•
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•
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•
Ditching studies for the 737 indicate that with an aft centre of gravity and high Send Distress Signals
gross weight, the aft doors will be just below water level. Opening the aft doors Transmit Mayday, current position, course, speed, altitude, situation, intention, time and position of
would seriously degrade the flotation characteristics of the aircraft and intended touchdown, and type of airplane using existing air-to-ground frequency. Set transponder
therefore, it is imperative that the aft doors NOT be opened during a ditching. code 7700 and, if practical, determine the course to the nearest ship or landfall.
The remaining exits, forward and overwing will provide sufficient evacuation
capability. Advise Crew and Passengers
Alert the crew and the passengers to prepare for ditching. Assign life raft positions (as installed) and
The slides are certified as flotation devices but are not an approved survival raft. order all loose equipment in the airplane secured. Put on life vests, shoulder harnesses, and seat
To release the slide from the aeroplane, lift flap and pull handle. belts. Do not inflate life vests until after exiting the airplane.
The passenger briefing must be amended to suit the location. If time is available
then cabin crew will complete the SOS demonstration – Time Available Ditching. Fuel Burn-Off
Passengers are instructed to put on life jackets and follow inflation instructions. Consider burning off fuel prior to ditching, if the situation permits. This provides greater buoyancy
and a lower approach speed. However, do not reduce fuel to a critical amount, as ditching with
engine thrust available improves ability to properly control touchdown

Cabin crew have QRG checklists and passenger announcements for the following Passenger Cabin Preparation
• Time Available Ditching Confer with cabin personnel either by interphone or by having them report to the flight deck in
• Time Available Ditching – Short Notice person to ensure passenger cabin preparations for ditching are complete.
• No Time Available Ditching
Ditching Final
Transmit final position. Select flaps 40 or landing flaps appropriate for the existing conditions.
Note 1 Advise the cabin crew of imminent touchdown. On final approach announce ditching is imminent
In an unplanned ditching, such as rejected takeoff, various openings in the and advise crew and passengers to brace for impact.
aeroplane may cause water to enter the aeroplane at high rates causing the
aeroplane to settle in the water rapidly. As a result, the aeroplane will not float MAINTAIN AIRSPEED AT VREF. MAINTAIN 200 TO 300 FPM RATE OF DESCENT.
as long as in a planned ditching, and will require a more rapid evacuation of
passengers. If an immediate passenger evacuation is necessary due to an Plan to touchdown on the windward side and parallel to the waves or swells, if possible.
unplanned ditching, priority should be given to getting the passengers out of the To accomplish the flare and touchdown, rotate smoothly to touchdown attitude of 10° to 12°.
aircraft. Maintain airspeed and rate of descent with thrust.
Note 2
During a ‘time available’ ditching, the DITCHING checklist will guide the flight Initiate Evacuation
crew to instruct the cabin crew to seat passengers as far forward as possible. After the airplane has come to rest, proceed to assigned ditching stations and evacuate as soon as
This instruction means that passengers should be re-seated as necessary to fill possible, ensuring all passengers are out of the airplane. Deploy slides/rafts. Be careful not to rip or
all empty seats as far forward as possible. Any empty seats should be as far aft puncture the slides/rafts. Avoid drifting into or under parts of the airplane. Remain clear of fuel-
as possible. saturated water.
NG FRXXX RYRXXX SZG – STN

8200 FRXXX RYRXXX SZG – STN

The Flight Plan is available on

the training EFL app – Crew can
input the routing into the Navblue
charts as illustrated

Crew are reminded to review the

following before attending the
session as there will be little time
to review this in the pre sim
briefing
• Airfield Briefs
• Special EOSID
• LOWS Airport charts
• SID: TRAUN 7S
• AD PARK
• Ground South taxi
routings
• The LOFT will begin on stand E3 in LOWS
• The aircraft will be setup with the FMC
loaded for the TRAUN 7S departure and
briefings and performance complete.
• Crew can review the departure as required
and then complete the transit before start
checklist.
• Once engine start is complete the crew will
taxi to RW33,via Mike, Lima to holding
point E.

To improve performance during the

LOFT/LOS exercises crew are reminded to
familiarise themselves with
• Flap Malfunctions
• Landing Gear Malfunctions/Guidance
• Hydraulic Malfunctions