Ryanair 737-800 Line Training Student Notes - Flattened [PDF]

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Ryanair 737-800 Line Training Student Notes Prepared By: Captain Tony Owens CIL

Issued By: Captain Andy O’Shea Head of Training

Line Training Student Notes

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Table of Contents RYANAIR CORPORATE SAFETY STRATEGY .......................................................................................... 3 1.0

BEFORE TAKE-OFF ............................................................................................................................ 5

1.1 1.2 1.3 1.4 1.5 1.6 1.7 1.8 1.9 1.10 1.11 1.12 1.13 1.14 2.0

AFTER TAKE-OFF ............................................................................................................................. 28

2.1 3.0

GUARDING THE CONTROLS BELOW FL100: ........................................................................................ 30

CLIMB................................................................................................................................................. 30

3.1 3.2 3.3 3.4 4.0

FLIGHT CREW HEALTH PRECAUTIONS AND NUTRITION .......................................................................... 5 PRE-FLIGHT PREPARATION .................................................................................................................. 5 FUEL................................................................................................................................................. 9 OPERATION OF THE L1 DOOR ............................................................................................................ 10 SEAT ADJUSTMENT ..................................................................................................................... 10 OPERATION OF THE DV W INDOW ....................................................................................................... 10 CHECKLIST OPERATION .................................................................................................................... 13 TEM ................................................................................................................................................ 13 25 MINUTE TURNAROUND .................................................................................................................. 15 DEPARTURE PERFORMANCE CALCULATION.................................................................................... 17 TECHLOG ..................................................................................................................................... 19 TAXIING ....................................................................................................................................... 20 TAILSTRIKE AVOIDANCE ON T/O .................................................................................................... 23 FLIGHT PATH MANAGEMENT AND MANUAL FLYING ......................................................................... 26

ENGINE AND W ING ANTI-ICE: ............................................................................................................. 30 CABIN TEMPERATURE: ...................................................................................................................... 31 IMMEDIATE LEVEL OFF PROCEDURE .................................................................................................. 31 MCP ALTITUDE PROCEDURE ............................................................................................................. 31

CRUISE .............................................................................................................................................. 32

4.1 PLOC .............................................................................................................................................. 32 4.2 TCAS .............................................................................................................................................. 33 4.3 INFLIGHT ACCESS TO THE FLIGHT DECK: ............................................................................................ 33 4.4 PA ANNOUNCEMENTS ....................................................................................................................... 34 4.5 HIGH LEVEL/LOW LEVEL ENROUTE CHARTS ....................................................................................... 34 4.6 BRIEFING.......................................................................................................................................... 34 4.7 DOUBLE BRIEF:................................................................................................................................. 36 4.8 PREAMBLE VS QRH PERFORMANCE FIGURES .................................................................................... 37 4.8.1 Preamble data (Pre-dispatch) ................................................................................................ 37 4.8.2 QRH data (In Flight) ............................................................................................................... 37 4.8.3 BRAKE TO VACATE!! ........................................................................................................... 38 5.0

DESCENT ........................................................................................................................................... 40

6.0

APPROACH AND LANDING ............................................................................................................. 42

6.1 6.2 6.3 6.4 6.5 6.6 6.7 6.8 6.9 6.10 6.11 7.0

GUARDING THE CONTROLS BELOW FL100 ......................................................................................... 42 ILS APPROACH ................................................................................................................................. 43 LOW VISIBILITY APPROACHES ............................................................................................................ 43 NON PRECISION APPROACHES .......................................................................................................... 44 VISUAL APPROACHES (FCOM PART A 8.3.0.3.5 AND SOP MANUAL 8.8) ............................................ 46 VISUAL AND LANDING ........................................................................................................................ 49 THE LANDING FLARE ......................................................................................................................... 52 TAILSTRIKE ON LANDING PREVENTION ............................................................................................... 53 CROSSWIND LANDINGS ..................................................................................................................... 58 LANDING ROLL ............................................................................................................................. 58 AFTER LANDING (TAXI IN PROCEDURE) .......................................................................................... 59

POST-FLIGHT DUTIES ...................................................................................................................... 60

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HOMEWORK...................................................................................................................................... 60 STUDENT COMPETENCY CHECKLIST - FCILT ..................................................................................... 60

DISCUSSION TOPICS ....................................................................................................................... 61

8.1 8.2 8.3 8.4 8.5 8.6 8.7 8.8 8.9 8.10 8.11 8.12 8.13 8.14 8.15 8.16 8.17 8.18 8.19 8.20 8.21 8.22 8.23 8.24 9.0 9.1 9.2

ROTATION ........................................................................................................................................ 61 TAILSTRIKE AVOIDANCE TECHNIQUES .................................................................................... 61 PILOT INCAPACITATION...................................................................................................................... 64 RAPID DEPRESSURISATION ............................................................................................................... 66 EMERGENCY DESCENT ..................................................................................................................... 67 T/O CONFIGURATION W ARNING......................................................................................................... 68 DRIFTDOWN PROCEDURE .................................................................................................................. 69 W INTER OPERATIONS AND DE-ICING.................................................................................................. 70 AIRCRAFT HI-JACK OR UNLAWFUL INTERFERENCE.............................................................................. 71 TURBULENCE PENETRATION ......................................................................................................... 73 REFUELING SUPERVISOR .............................................................................................................. 73 SHIPS LIBRARY............................................................................................................................. 75 CFIT AWARENESS........................................................................................................................ 75 LEVEL BUSTS ............................................................................................................................... 77 VISUAL APPROACHES ................................................................................................................... 79 BENEFITS OF VNAV ..................................................................................................................... 80 BOARD OF MANAGEMENT MEMO ................................................................................................... 81 GO-AROUND ................................................................................................................................ 82 HIGH ENERGY APPROACH PREVENTION (HEA) .............................................................................. 83 BOMB/SABOTAGE/THREAT ............................................................................................................ 84 LOSS OF COMMUNICATION ............................................................................................................ 86 TCAS TRAFFIC AVOIDANCE.................................................................................................... 86 W EATHER RADAR ......................................................................................................................... 88 SAFA INSPECTION ....................................................................................................................... 92 APPENDIX ..................................................................................................................................... 95 NUTRITION: ...................................................................................................................................... 95 BASIC FLYING RULES: ....................................................................................................................... 96

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Ryanair Corporate Safety Strategy In 2013 Ryanair finalised a Corporate Safety Strategy that will span 2013 - 2016. This can be found on CREWDOCK>Safety Office>Corporate Safety Strategy 2103-2016. Central to the strategy are two concepts: Safety Management System (SMS) The SMS enables a flow of information from the line operation and training process to managers who can then identify any trends that need to be addressed. The main sources of information are OFDM, SAIR, CSR, LASG and statistics from Training and Checking. Key Operational Risk Areas (KORA) A number of KORAs have been identified in the strategy as areas where Ryanair considers that extra vigilance and focus is needed to ensure the continuation of our, so far, excellent safety record. Available on crewdock is a copy of the ‘Ryanair Corporate Safety Strategy’ for you to study. The content provides you with an insight into our Strategic Safety plan, Focus Areas and Strategic Safety Goals, knowledge of which are important for you as a professional pilot. Additionally we have extracted the Ryanair Key Operation Risk Areas (KORAs) as focus area and introduced this information on posters in the training centres and crew rooms. The bow tie below is how the safety department assesses the risk associated with the KORA’s

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Before Take-Off

1.1

Flight Crew Health Precautions and Nutrition

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As a pilot it is essential to maintain your health by living a healthy balanced lifestyle. You must be well rested and refreshed before you report for duty. Proper crew nutrition and hydration are vital to the safe operation of the flight. You must have food and drink available for use during your duty period. The commander will ensure you have opportunities to eat and drink during your duty. For further guidance please refer to OMA Part A chapter 6 and section 9.1 of this manual. 1.2

Pre-flight Preparation

Information on getting to and from the base crew rooms should be available under base info on CREWDOCK ≥ GENERAL≥ Base info and accommodation. Each base crewroom in Ryanair is very similar with computers at each briefing station. When arriving at a crew room, the following should guide you through as you complete the pre-flight preparations 1. Sign In  First find the sign in sheet and sign in. This sheet will also contain the names of your crew members for the day.  You will also need to check in on CREWLINK on one of the computers. You need to do this through CREWDOCK and it will require your normal CREWDOCK username and password again. 2. Voyage Report  You will be able to print off the Voyage Report through CREWLINK. At least 3 copies are required i.e.1 each for the Captain and No 1 and 1 master copy to use during the series of flights. However, we do recommend that you print out an extra copy in case of errors made on the master.  Be advised that the voyage reports are only accessible to new cadets on CREWLINK after Safety Pilot Release. Ask your Safety Pilot to print them for you. 3. Flight Envelope  You will need to find a Flight Envelope (usually found in one of the pigeon holes) Flight envelopes come with a pre-printed table to fill out for each duty  If the envelope is blank you can print the chart for front of the flight envelope from CREWDOCK>LIDO>LIDO FORMS>Flight Envelope Cover Sheet. Print this page and attach to the front of the envelope. 4. LIDO  Log on to the LIDO website. Use the following generic username and password during line training. Username: pil, Password: briefing.

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 Use the guidance found in CREWDOCK>LIDO>LIDO FORMS>LIDOCADET/CU/DEC GUIDANCE FOR PRINTING BRIEFING PACKS to logon to the LIDO website

HOW TO CREATE A BRIEFING PACK FOR YOUR DUTY Log in to Lido brief using the generic log in Once logged in, click Search.

User ID:

pil

Password:

briefing

This will generate a complete flight list for all Ryanair flights. Click the ‘Aircraft’ header to sort by registration.

Once sorted, find your aircraft registration (found on the netline screen) and select all flights* in your duty by clicking the boxes on the left hand side.

Scroll to the bottom of the screen and select Merge & Show, then select Print. *Be advised, some of your flights may be on a different registration if you may have an aircraft change during your duty. 6

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If extra weather and NOTAMs are required for your duty, refer to CREWDOCK>LIDO>LIDO FORMS>LIDO-Crew guidance for printing extra weather. 5. Trip Kit  Check it to ensure that the charts and RTOWs for the base and alternate, the Ops Part B Preamble, High and Low Level Charts and the published area charts are correct. There will be charts and RTOWs/Airfield briefs available for each destination and alternate at the base. Gather and check the validity of the charts that you require. Use the Navtech LOEB on each crew room pedestal for chart validity dates. Any charts that are unavailable can be found on your briefing station computer under: o CREWDOCK> MY FLIGHTBAG> Navtech and RTOW> RYR Navtech Internal chart viewer> Enter 3 letter airport code> open as PDF> Print icon top left o The RTOWs/ Airfield brief are also located on CREWDOCK to the left of the RYR Navtech internal chart viewer under “RTOWs” > select required station> select all> show selected>Print icon top left o AT STN, charts/ RTOWs/ Airfield briefs are available on the 2 photocopiers directly by the ops room. The Tankering policy and the recommended block fuel are available on the fuel section of the LIDO flight plan. This is normally the fuel load carried. However, the captain will decide on the actual fuel load bearing in mind the weather/operational/technical considerations etc. We now adjust the TOW to allow for the tankering fuel load. All Ryanair captains will have completed the Captains MTOW Weight Change course and can change the MTOW at non-supported bases. Use caution when Tankering as the limiting weight may be any of the following: Regulated landing weight, max RTOW for the runway or maximum zero fuel weight. Check the Company Notams for information on engineering availability at bases. Check if your LTC has completed the Ryanair elearning “Captains MTOW Change” course and is authorised to change the aircraft MTOW. Non-environmental icing can be a problem when tankering. Therefore during the winter schedule aim to land with 4000 kgs or less of fuel and in the summer schedule 6,000kgs of fuel if NEI is anticipated. PHFO will review these figures bi-annually. Any aircraft defects can be checked under CREWDOCK> MY FLIGHTBAG> HIL DATA (Hold Item List). Check these and draw any HIL items to the attention of the captain. Consider checking the MEL and DDPG in the crewroom prior to go to the airplane. Commander’s Responsibility – Meteorological Conditions On an IFR flight a Commander shall only commence take-off, or continue beyond the point from which a revised flight plan applies in the event of in-flight re-planning, when information is available indicating that the expected weather conditions (at the time of arrival) at the destination and/or required alternate aerodrome(s) prescribed in EU-OPS 1.295 are at or above the planning minima, prescribed in EU-OPS 1.297. 7

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Refer to OM Part A 8.1.5 and 8.1.6 for guidance on how to assess this legal requirement. Below is a suggested method of recording this vital check of the weather during the planning stage. Please note the ETA and what minimum legal weather is required in each airport you are using to complete your flight. When you receive weather during a turnaround this must also be checked to be above the applicable planning minima for your next flight. In the example below the flight duty is from Dublin (EIDW) to Stansted (EGSS) with Luton (EGGW) as the flight planned alternate. ETD is 1800z and ETA is 1915z.

You must reference the Approach charts for each airport to see what approaches are available to you so you can apply the appropriate planning minima before you depart. On an IFR flight, a Commander shall only continue towards the planned destination aerodrome when the latest information available indicates that, at the expected time of arrival, the weather conditions at the destination, or at least one destination alternate aerodrome, are at or above the applicable aerodrome operating minima. Present this information to the LTC on their arrival and they will go through it with you. Prior to leaving the crewroom a CU student will be expected to brief the LTC on the following:       

The Aircraft and any defects Weather conditions above the applicable minima using OM Part A 8.1.5/8.1.6 for destination and chosen alternates NOTAMs that are applicable to the flight Performance issues affecting the day’s flying Fuel requirements Loading and required aircraft weight for the sectors De-icing requirements if applicable

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FUEL

All pilots should be familiar with OM Part A section 8.1.7 and 8.3.7 for fuel planning and calculation procedures. The basic concept underlying all Ryanair fuel planning is that LIDO will provide ample fuel to complete the flight on an average day when weather or operational issues are not a concern. Commanders should anticipate flight disruption and arrival delays when the destination forecast indicates conditions approaching limiting values. In these circumstances e.g. LVP in force, cross-winds (steady or gusting) >25kts, thunderstorms at destination (including PROB 40) commanders should consider taking EXTRA fuel. When limiting weather conditions are forecast at major international airports crews should consider the implications of multiple fight disruptions when assessing the PIC EXTRA fuel or diversion fuel requirement, which may be more than 15 minutes. If a diversion is needed then there is no requirement to hold until reaching your alternate plus final reserve fuel. Although the LIDO flight plan will calculate accurate fuel to your alternate ensuring that you land with your final reserve fuel, it makes far more sense to divert earlier if it is obvious that you will not be able to land at your destination. It is imperative that crews operate the aircraft as fuel efficiently as possible and in accordance with OM Part A 8.1.7    

   

OM Part A 8.1.7.2/8.1.10.1 describes how the LIDO flight plan fuel is calculated. OM Part A 8.1.7.8 states Ryanair’s fuel policy. This should be reviewed for discussion with your instructor. OM Part A 8.1.7.8.1 PIC Extra fuel policy. Review this section to know when it is appropriate to carry excess fuel and the procedures associated with this. OM Part A 8.1.7.8.4/6 outlines RYR policy when tankering fuel. This procedure has changed with the implementation of the LIDO flight plans. Review the correct procedure and be mindful of the threat of NEI and RWY surface conditions when tankering. OM Part A 8.1.7.9 Departure fuel. Ensure you know what fuel is required for departure. OM Part A 8.1.7.10 gives fuel saving operating techniques. Review these with your instructor. OM Part A 8.3.7 outlines RYR policy and procedure for inflight fuel management. Included in section 8.3.7.3 is the inflight fuel options/actions chart. Ask your instructor for guidance in how to use this chart. OM Part A 8.3.7.4/6 Fuel emergency/Minimum fuel section. This area requires a good working knowledge by all pilots. Every pilot should be familiar with these procedures. Review the table in section OM Part A 8.3.7.6.3 for guidance in how to determine a minimum fuel or fuel emergency situation.

The final decision on the required fuel rests with the Commander. When Total Fuel is greater than the Block Fuel rounded up to the nearest one hundred kgs plus one 9

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hundred kgs, the Commander shall record on the Voyage Report (Journey Log) the reason for the difference between the Total Fuel and the Block Fuel. 1.4

Operation of the L1 door

Guidance for this is given in the SEP Manual Section 9.4. This and all manuals are available here: CREWDOCK > BOEING & MANUALS. It is important to note that you should not open the L1 door from the outside if:      1.5

There is snow or ice on the steps. You have a history of back problems. You are not wearing suitable footwear. The airstairs step is not fully extended. The wind is greater than 40kts. SEAT ADJUSTMENT

Please make reference to the Type rating student notes for correct seat positioning. It is vital that your seat is in the correct position prior to operating the aircraft. 1.6

Operation of the DV Window The flight deck number two windows can be opened on the ground or in flight and can be used for emergency evacuation. To open the window, depress the trigger and turn the handle back and inboard. After the window moves inboard, move it back until it locks in the open position.

To close the window, it must first be unlocked. Pull forward on the latch mechanism rod to unlock the window. Depress the trigger and move the window forward until the handle can be turned forward and outboard. When the trigger is released, the window latches. Please note that the Before Start checklist cannot be completed if the Flight Deck windows are open. Additionally, both pilots must physically check that the window handle is correctly locked and in the fully closed position in response to the checklist item. The inadvertent opening of an unlatched flight deck window by air loads during the takeoff roll is not considered an event that warrants a high speed RTO. Although the resulting noise levels may interfere with crew communications, it is safer to continue the takeoff and close the window after becoming airborne and the flight path is under 10

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control. The flight may be continued once the window is closed and locked and pressurization is normal. If the window is damaged and will not close, return to the departure airport. Refer to Moodle>Video Repository>Window Opens for a practical example of what to do if flight deck window opens during take-off.

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Line Training Student Notes 1.7

Checklist Operation

VOL 1 NP and the Ryanair 738 SOP document provide the guidance for checklist use in line operations. Reference should be made to these documents in order to ensure correct compliance with Ryanair SOPs. We operate the “READ, LOOK and LISTEN” method of reading checklists. The PM will read the checklist challenge, look at the switch position and listen for the correct response. This method is an essential element in the safe operation of Ryanair’s SOP. READ (Checklist)

LOOK (Switch Position)

LISTEN (Response)

The checklist is there to ensure a safe operation and should never be rushed or abbreviated in order to save time. Distraction during either the “Before Taxi” flow or checklist is also a causal factor in these incidents. Crews need to be reminded that they do not have to respond to ATC or groundcrew immediately during either the flow or checklist. The phrase “Standby” can and should be used when appropriate. 1.8

TEM

Threat and Error Management (TEM) remains high on our training agenda. TEM minimises threats and errors through a proactive philosophy of anticipation, recognition and recovery. The use of TEM strategies on the flight deck has been compared to defensive driving. Therefore in an aviation context, we can refer to TEM as “defensive flying for pilots”. TEM should be dynamic and based on actual perceived Threats for the phase of flight and not based on a list of “standard” Threats that may have been observed on previous flights. TEM is a dynamic tool to assess real threats on a daily basis. E.g. Weather, NOTAMS, Performance, complex airfield operations, ATC, Aircraft serviceability etc. Never say and never accept a TEM briefing using the phrase “standard threats” or allow a rhyming response to such an important part of our approach to safe operations. All Pilots must be aware of the importance of TEM and the need to gradually move the concept of TEM from their “background thinking” to being more prominent in their management of normal and non‐normal situations. The use of TEM on the flight deck is an important part of the aviation safety management system. These Threats are the situations and events which reduce operational safety and the probability of safe flight. Threats are:  Events or situations that occur outside the influence of the Flight Crew.  Threats which increase the complexity of a flight.  Threats that lead to flight crew errors. 13

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 Threats which require crew attention and management.  The effects of threats that may occur in the future.  Threats are not errors, but they increase the potential for error. So plan ahead: ANTICIPATE Errors are:    

Actions or inactions by the Flight Crew. Errors that lead to unexpected events. Errors which reduce safety margins. Errors which increase the probability of incidents or accidents.

A wet runway is a threat to the landing phase. The failure of the crew to anticipate the need for more landing distance or to adjust the level of braking would be an error related to that threat. When discussing threats it is not necessary to list every single possible threat that may impact on the flight. TEM was introduced in the context of Airmanship and the need to use good judgment in anticipating threats to safe flight. It is not good Airmanship to run off a long list of inappropriate threats when discussing TEM. It is also important that both pilots are actively involved in anticipating potential Threats. Captains should be encouraged to begin their assessment of possible Threats by asking the F/O what they believe the Threats are. This is not a competition but good use of CRM as F/O's will often just agree with a Captain’s review of the potential Threats. Evaluate the situation: Recognise If the wind is calm with visibility CAVOK, with no appreciable threats to mention, it is acceptable to comment "No significant threats" TEM is not a box ticking exercise and should be used to enhance safety and to plan ahead. LTCs must encourage the correct implementation of TEM whenever possible. Remember: ANTICIPATE - RECOGNISE – RECOVER – SAFE FLIGHT

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25 minute Turnaround

The 25 min turnaround is an integral part of Ryanair operations. It is important that you are aware of the process behind the management of the turnaround. The “RYANAIR 25 MIN TURNAROUND” document, (opposite), describes how the system works. The turnaround actually starts 2 hours prior to departure when the check-in/bag drop desks open. It really kicks into gear at minus 40 minutes when the desks close. The passenger/bag figures are now processed and passed to the dispatcher. He/she should have these figures at minus 30 minutes and they will then complete the Loadsheet down to the fuel figures. The passengers are also called to the gate at minus 30 minutes and the queuing system is organised.

When the aircraft arrives on stand, STD -25 minutes, all the equipment, personnel and baggage should be waiting. Passengers disembark and once the security checks are completed, boarding commences straight away. This process will happen automatically; therefore, if the captain wishes to delay boarding for a technical reason then he must inform the No.1 and dispatcher immediately. A structure within which you can complete all the tasks and duties in 25 minutes is very important. RIBETS is an essential part of this structure when you are PF. Regardless of whether you are PF or PM, the following guidelines will help you to break down the turnaround into manageable parts:  Once on stand, start your clock (you have 25mins to be ready for pushback again) and complete the shutdown checklist and the relevant paperwork, i.e. Technical Log, PLOG and Voyage Report.  The F/O should now get the departure ATIS.  In conjunction with the captain the F/O should request the clearance, if available, at that time. It is good airmanship to confirm clearances received, SID/STAR, with any that you have already programmed in the FMC.

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 The PM now completes the walk-around and becomes the refuelling supervisor if required. A Torch is always required when completing a walkaround at night  Meanwhile the PF prepares the flightdeck for the departure.  Once the PM returns to the flightdeck, the crew should complete all necessary briefings and checklist. TEM and RIBETS will form the framework for the flightdeck preparation. Use 15 minutes prior to STD as a general rule of thumb as to when you should start the RIBETS. While every effort should be made to have an on time departure, it is vital that the integrity of the checklist should never be compromised. The key to a successful 25 minute turnaround is time management. Crews should endeavour to complete as many tasks as possible prior to instructing the No.1 to close the aircraft doors. This will allow for start-up and pushback to commence as soon as possible thereafter. Captain Turnaround Guidance The 25 min turnaround is an integral part of Ryanair operations. It underpins the efficient use of our aircraft and drives multi department procedures. The Captain is central to an efficient 25 minute turnaround and must arrive on stand prepared for the process. In addition to managing the cockpit and aircraft, it is essential that the Captain monitors the activity of others in the process and be prepared to assist them in their duties in any way possible. It is important as a CU student to be aware of the process behind the management of the turnaround. Approx. 25% of Ryanair customers are travelling on business. Ryanair have successfully launched a “Business Plus” fare that offers increased flexibility and priority travel. Business travelers are attracted to Ryanair not only because of our excellent route network but also because of our industry leading safety record, punctuality and low fares. As an aircraft commander you must be fully aware of the all our customer’s needs when travelling. We should be especially aware of what attracts our customers to Ryanair and make every effort to ensure that we operate safely and efficiently at all times. On those occasions when we are delayed or circumstances degrade the service to our customers, we must not only keep them informed but also ensure that the situation is rectified as soon as possible. On stand complete applicable shutdown checklist.  

Captain - completes the Techlog F/O - completes the voyage report and gets departure ATIS.

Captain finds the dispatcher and asks: 1. How many PAX? 16

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Any PRM's? If so leave till the end of boarding if refuelling. Any requests - weight change, fuel truck, destination weather, back steps, bags. Tell the dispatcher the fuel figures, crew numbers, aircraft weight Tell the dispatcher you are ready to board NOW!!!

Captain finds the CSS (No. 1) and tells them: 1. 2. 3. 4.

How many PAX Any PRM's so they can block off the required seats Fuelling and boarding Once security checks are complete tell the dispatcher we are ready to board NOW!!!

Good SA is essential on the ground: 1. Ensure there is a fuelling supervisor if fuelling when passengers are disembarking or embarking 2. Ensure passengers commence disembarkation 3. Ensure passenger commence boarding 4. Be alert for any unusual situations on the ground in the proximity of your aircraft The key to a successful turnaround is for the captain to delegate all the tasks required and ensure that the turnaround is in motion. This may require the captain to leave the flight deck 1.10

Departure Performance Calculation

KORA

This procedure can commence once the ATIS and clearance has being received. You can fill in the following data on the RTOW calculation table on the OFP without the Loadsheet figures.  Runway/intersection  Surface condition  Corrections  RTOW Limit T/O weight This will give you more time to complete the actual performance with the captain once the Loadsheet arrives. For additional efficiency, the FPL Fuel and in most cases the PLOG TRIP + APU FUEL can be written on the voyage report in the crewroom during pre-flight preparations. However, the trip fuel and consequently the Block fuel should be corrected for additional fuel carried for Non-tankering sectors. The method of calculation is simple and it is available in the OM Part A 8.1.7.8.5 Tankering and Environmental Icing section. Best practice is to discuss this with your LTC before you start filling in the voyage report. Locate the RTOW page for the runway/intersection and thrust rating required using the index at the beginning of the RTOW charts. As part of the pre-flight procedure, ensure 17

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that you enter the EZFW from the LIDO flight plan in the FMC. This must be compared to the ZFW when the Loadsheet arrives. Any gross discrepancy between the EZFW and ZFW must be advised to the captain as it may result from an error in the Loadsheet or the LIDO flight plan. Once the ZFW has being entered into the FMC and the actual T/O weight and EZFW crosschecked with the captain, you should select the N1 Limit page. Read out the 26K figure. If the APU air and air conditioning packs are not in use, then you should subtract 0.8 from the figure shown. The captain will insert this in the top box of the Loadsheet. (See below) The actual T/O weight should be noted on the RTOW calculation table on the OFP. Add any corrections to it. This figure is your corrected T/O weight. It is important that both the F/O and captain check that the correct RTOW page is being used. Therefore, show the captain which page you have selected as you are completing the calculation as a crew, reading the following information from the top of the page:  Airport name  Runway/intersection  Emergency turn (if applicable)  Air Cond Auto  Flaps  Dry/Wet and thrust rating  MFRA Go to the outside air temperature and indicate the RTOW weight limit. Bear in mind that the limiting value may be in the climb section. This weight limit must be greater than or equal to the corrected T/O weight. Use a straight-edge to compare the two columns, i.e. Climb Limit Weight and Runway Limit Weight for the wind. Once this is agreed, ensure that it is noted on the RTOW calculation table. If using a de-rate (24K/22K), select this de-rate in the FMC N1 limit page. Again, if the air and packs are not selected on, you should subtract .7 from this figure. Call it out to the captain and they will write it on the Loadsheet. If it has been decided to take an assumed temperature reduction, the Captain will indicate the corrected T/O weight and you should slide up the scale again (a straightedge (ID) will make this easier) to the weight that equates to or is higher than the corrected T/O weight. This will be your assumed temperature limit weight. Once this has being agreed with the captain, put the assumed temp figure in the FMC N1 limit page. In this instance subtract .6 from the figure if the air and packs are not in use.

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26K – reduce by 0.8 if PACKS are not in use De-rate – reduce by 0.7 if PACKS are not in use

Assumed Temperature – reduce by 0.6 if PACKS are not in use

Now you need to calculate the V-speeds using a combination of the RTOW and the FMC T/O page. First find the speeds for the actual T/O weight in the RTOW. Compare them with the speeds from the FMC. Read off the T/O speeds to the captain keeping in mind that the RTOW speeds are the master. If needed, it may be necessary to interpolate between the weights in order to match the T/O speeds to the FMC speeds to within the required 1 knot. If not change the FMC speeds accordingly. At this stage select the V2 in the MCP speed window. The captain will read out the T/O trim required from the Loadsheet. When selecting the trim ensure that the captain’s knees are clear of the trim wheel before using the electric trim switch to set the desired trim.

Use the table on the LIDO OFP to assist you in completing the performance calculations.

1.11

-------------------------------------------------------------------RUNWAY / INTERSECTION| |ACTUAL TOW | ---------------------|---------------|------------------|----------SURFACE CONDITION | |CORRECTIONS | ---------------------|---------------|------------------|----------FLAPS / THRUST | |CORRECTED TOW | ---------------------|---------------|------------------|----------| |OAT | ---------------------|---------------|------------------|----------QNH < 1013 | |RTOW LIMIT | ---------------------|---------------|------------------|----------ANTI-ICE | |BLEEDS OFF | Y | N ---------------------|---------------|------------------|----------MEL / CDL | |BLEEDS OFF LIMIT | ---------------------|---------------|------------------|----------TOTAL CORRECTIONS | |ASSUMED TEMP | ---------------------|---------------|------------------|----------| |ASSUMED TEMP LIMIT| --------------------------------------------------------------------

Techlog

Completion of the Technical Log is a vital part of a commander’s duties. Flight ops audits regularly highlight discrepancies in how the Tech Log is completed. The Commander is required to review and certify the aircraft Technical Log. By signing the Technical Log the Commander is certifying compliance with the requirements of EU OPS and ensuring that: 1. The aircraft is airworthy, and the Certificate of Release to Service is current (OM Part A 8.1.11.3) 2. The aircraft configuration is in accordance with the Configuration Deviation List (CDL). 3. The instruments and equipment required for the flight to be conducted, in accordance with Subparts K and L of EU-OPS, are available;

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4. The instruments and equipment are in operable condition except as provided in the MEL. 5. The manuals, documents, additional information and forms as required to be available and carried on board by EU-OPS 1.125, 1.130 and 1.135 are on board; 6. The aircraft has been de-iced and inspected as required by EU-OPS 1.345; 7. The aircraft carries at least the planned amount of fuel and oil to complete the flight safely, taking into account the expected operating conditions. For further guidance refer to OM Part A 8.1.11 and the Moodle Techlog module. 1.12

Taxiing

KORA

Taxi techniques are given in the Ryanair SOP manual section 4 and the FCTM pg 2.3 onwards. Most reported runway incursions are attributed to a loss of situational awareness and not following ATC instructions. All pilots should be aware that incursions are a persistent problem and they must be proactive in preventing them during all ground operations. Both pilots should ensure that their seat is properly adjusted prior to push back. The rudder pedals should be adjusted so that it is possible to apply max braking with full rudder deflected. Some students, especially command upgrade students, tend to follow the exit taxi line from the opposite runway on entering their active runway for T/O. This is obviously undesirable on a runway where TODA is the limiting factor as the performance figures do not allow for such an extended line up allowance. Line up allowances depend on how you line up with the runway and allowances for a particular runway are shown at the bottom of the RTOW chart. Refer to the Performance preamble for further guidance. As Ryanair continues to expand and operate in busier airports at peak times (eg STN, BCN, MAD) – Minimum Runway Occupancy is an important issue to be aware of. Therefore, when lining up, there is no requirement for a slow sharp 90 degree line-up when entering the runway, particularly when the performance has been calculated from an intersection further down the runway. Line-up times are being monitored by the airport authorities to aim for maximum efficiency of the runway at peak times. Please ensure you use the correct taxi techniques and discuss these with your instructor The OFDM system has highlighted an increasing number of occasions where aircraft have taxied in excess of 30 kts in a straight line and 50 kts when back-tracking a runway. LTCs should highlight the taxi speed restrictions during line training CU and DE Capt students. Back-tracking a runway is relevant for the active runway only. Disused runways such as in LGW and PSA are restricted to the 30 kts maximum for taxiing.

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Turning away from stand: (Ref FCTM 2.8, FCOM VOL1 NP 21.40/41) Using the correct turning technique is very important to ensure safety while turning away from a non-pushback stand. The guidelines below will ensure minimum thrust use while keeping the turning radius close to minimum. Note: Close liaison with ground crew is recommended. To initiate the turn:  Release parking brake but maintain brake pressure. This is to ensure that the aircraft does not move before sufficient thrust is set.  Perform the Config check.  Set the N1 Command Sectors to 30% N1.  When the thrust is achieved release brakes.  When the aircraft starts moving apply full nose wheel steering in the desired direction.  Close the thrust lever for the inboard engine, this is important since any thrust produced by this engine is actually decreasing your turn capability. During the turn:  During the turn only very small thrust adjustments would normally be required, remember that we are aiming for the minimum required thrust, usually 30% N1 is sufficient but adjust as necessary to keep momentum throughout the turn.  It would be unusual to use more than 35% N1. There is risk of damage to equipment and/or injury to personnel if more than minimum is used.  It is important to try and avoid stopping. If you reduce the thrust before the turn is complete the aircraft will stop and you will require a significant amount of thrust to regain momentum.  When approaching the end of the turn increase thrust once again on the inboard engine. Students are encouraged to review this procedure with the LTC before the start of taxiing to ensure full compliance. Your LTC will give you guidance during the turn especially during the initial practice of this turning procedure. Engine Out Taxi (EOT) After Landing: EOT should be considered the default taxi procedure after landing. Students should be aware of the importance of this procedure. Below is the current guidance given in EOT. It is important that all students become familiar with this guidance and become proficient in its implementation during both line training and normal line operations. 21

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Engine Out Taxi Guidance (EOT) EOT for departing flights is not authorized for Ryanair operations. Following landing, crews are encouraged to taxi-in using single engine taxi procedures. EOT operations have the potential to save fuel and to reduce carbon emissions (OPS Part A 8.3.0.3.12) As most GOPS equipment is prepositioned on the right side of the aircraft stands, Ryanair recommends EOT with #2 Engine shutdown (APU Off) when possible to minimize aircraft systems impact and reduce FOD hazards when arriving on stand. During EOT operations, the flight crew's attention should be focused on taxiing the airplane. Taxi-in is a critical phase of flight and sterile cockpit must be observed. The crew should consider their familiarity with the airport and the complexity of the taxi route before conducting EOT operations. Prior to shutting down an engine after landing, consideration should be given to the following:        

No EOT option discussed during DALTA Briefing (EOT should be standard procedure) After Landing Taxi-In Procedure Completed 3 min Engine Cool-Down Completed. No LVPs, Freezing Conditions (as defined by Ryanair) or contamination present (reported or observed) on Taxiways / Aprons; BA Good or better Actual Gross Weight ≤ 60,000 kgs No conflicting MEL/DDPG restrictions (EOT not authorized with any system inoperative which impacts braking or steering capability) Taxiway and Apron slope accommodate use of minimum thrust on one engine (typically ≤ 40% N1) and no FOD hazards exist en-route to, or around the stand Airplane systems configured and managed appropriately to maintain safety, redundancy, and optimized for passenger comfort

Avoid thrust levels in excess of 40% N1. Give due consideration to personnel and equipment near the aircraft that may be affected by the air blast associated with increased thrust levels, particularly areas behind the aircraft. Use a thrust setting normally used for taxi operations however be prepared for slow acceleration. When taxiing on a single engine it may take twice as long for the aircraft to accelerate to a comparable taxi speed than when taxiing on two engines. Therefore allow time for airplane response before increasing thrust. Should a situation arise where single engine thrust levels are clearly insufficient to manoeuvre the Aircraft, consider re-starting the second engine. If restarting an engine, the Aircraft must be stopped and the parking brake set. TEM 

Captains will have to exercise discipline on power & energy management especially when approaching a stand with laser ranging guidance, if he/she runs out of momentum and stops short, a lot of thrust will be required to get the aircraft moving. 22

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Tight left turns onto a stand which does not allow a wide radius turn may present problems / a problem with the outboard engine shut down. If you must stop then always allow room to move forward before commencing a turn.

Stopping just before or during the turn onto stand will make it very difficult to recommence taxi again.

The Before Taxi Checklist Procedure is fundamental to the safe operation of the flight. Crucial systems and, most of all, the aircraft configuration, are set up during this procedure. This is a crucial phase in our prevention of a Take-Off Configuration error during the take-off and utmost care must be taken to ensure that the checklist is carried out with extreme vigilance. PM must confirm the responses by the PF by looking and verifying the action has been completed or the switch position is correct. Refer to SOP Manual 3.11 for further guidance. 1.13

Tailstrike Avoidance on T/O

Of the 4 tailstrikes that Ryanair had on takeoff during 2008, 3 of them were associated with excessive control wheel displacement. All three of these takeoffs were in gusty wind and strong crosswind conditions. The fourth was due to incorrect loading. There seems to be an impression that during these conditions the greatest threat to a well-controlled and safe takeoff is directional control. Accordingly, it is not uncommon to see pilots put in large control wheel displacements (and excessive forward pressure) during the takeoff roll. This is not the correct technique and, when applied, will greatly increase the possibility of a tailstrike. The FCTM is refreshingly clear in this area. Any reading of this document (FCTM 3.16 and 3.17) will confirm that the greatest threat to a well-conducted and safe take-off in strong and gusty crosswind conditions is a tailstrike. Here are some quotes: 23

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Directional Control “....Smooth rudder control inputs combined with small control wheel inputs result in a normal takeoff with no over-controlling. Large control wheel inputs can have an adverse effect on directional control near V1 (MCG) due to the additional drag of the extended spoilers.” Rotation and Takeoff “Begin the takeoff roll with the control wheel approximately centered. Throughout the takeoff roll, gradually increase control wheel displacement into the wind only enough to maintain approximately wings level. Note: Excessive control wheel displacement during rotation and liftoff increases spoiler deployment. As spoiler deployment increases, drag increases and lift is reduced which results in reduced tail clearance, a longer takeoff roll, and slower airplane acceleration. At lift off, the airplane is in a sideslip with crossed controls. A slow, smooth recovery from this sideslip is accomplished by slowly neutralising the control wheel and rudder pedals after takeoff” Gusty Wind and Strong Crosswind Conditions ALL of this section of the FCTM is crucial to understanding how to avoid a tailstrike in these conditions but the following is particularly relevant: To increase tail clearance during strong crosswind conditions, consider using a higher VR if takeoff performance permits....... Avoid rotation during a gust. If a gust is experienced near VR, as indicated by stagnant airspeed or rapid airspeed acceleration, momentarily delay rotation. “......Do not rotate early or use a higher than normal rotation rate in an attempt to clear the ground and reduce the gust effect because this reduces tail clearance margins. Limit control wheel input to that required to keep the wings level. Use of excessive control wheel increases spoiler deployment which has the effect of reducing tail clearance. All of these factors provide maximum energy to accelerate through gusts while maintaining tail clearance margins at liftoff.” FCOM Volume 2 Page 9.20.4, Flight Spoilers, states: “The flight spoilers rise on the wing with up aileron and remain faired on the wing with down aileron. When the control wheel is displaced more than approximately 10 degrees, spoiler deflection is initiated.” 10 degrees approximates 1.5 units of Aileron Trim. Operations Manual Part A Existing procedures designed to reduce the risk of tailstrike are: OM part A 8.0.10 Co-pilot Flying 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 the following conditions are experienced - Crosswinds more than 2/3rds of limiting value. 24

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OM part A 8.3.0.1.5 – Takeoff Flaps 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 de-rate is permitted; however, assumed temperature thrust reduction is not permitted. All flaps 1 departures shall be flown by the Captain as PF. FCTM Gusty Wind and Strong Crosswind Conditions The FCTM Gusty Wind and Strong Crosswind Conditions section gives guidance as to how to comply with Boeing’s recommendation that rotation be delayed in these conditions. Specifically: “To increase tail clearance during strong crosswind conditions, consider using a higher VR if takeoff performance permits. This can be done by: Increasing VR speed to the performance limited gross weight rotation speed....... Set V speeds for the actual gross weight. Rotate at the adjusted (higher) rotation speed. This increased rotation speed results in an increased stall margin, and meets takeoff performance” In practice, this means that there is no change to procedure and PM will call VR at the set speed but PF will delay rotation to the gross weight VR. Summary  Smooth rudder control inputs combined with small control wheel inputs result in a normal takeoff with no over-controlling.  Any control-wheel deflection more than 10 degrees (approximately 1.5 units of Aileron Trim) will activate the spoilers. Spoiler activation reduces aircraft energy which requires a higher attitude to generate the lift required for takeoff. This increases the risk of a tailstrike. Conclusion The greatest threat to a safe takeoff in strong and gusty crosswind conditions is a tailstrike. Action At every opportunity the following should be adhered to in order to reduce the risk of tailstrike during takeoff: Adhere to the requirements of OPS A Chapter 8 above.  Establish directional control during the takeoff roll through adequate rudder input.  Restrict control wheel displacement to 10 degrees (1.5 units of Aileron Trim) in normal crosswind conditions.  If extra control wheel displacement is required to retain the wings “approximately” level in gusty wind and strong crosswind conditions, limit the extra amount to the minimum required to achieve this. In gusty wind and strong crosswind conditions delay the rotation until VR for the performance limited gross weight rotation speed. Takeoff performance is assured using this method. 25

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 Do not rotate early or use a higher than normal rotation rate because this reduces tail clearance margin. 1.14

Flight Path Management and Manual Flying

Automation has contributed substantially to the overall improvement of flight safety by increasing the timeliness and precision of routine procedures, and reducing the opportunity for errors and the associated risks to the safety of the flight. It also generally decreases workload, allowing flight crews to dedicate more attention to monitoring activities and maintaining situation awareness. However, continuous use of autoflight systems could lead to overreliance, complacency or potential degradation of the pilot’s ability to cope with the manual handling of the aeroplane. Pilots are normally required to revert to manual flight operation in case of automation failure or disconnection, or when an aircraft is dispatched with an inoperative autoflight system. The term “flight path management”, amongst many other things, includes:      

The use and active monitoring of automation Manual flying Aircraft energy awareness and management AFDS engagement sequence Communication High energy approach prevention

Flight path management is not a simple “add on”, instead it is embedded in all our operations manuals. The overall aim of Ryanair’s flight path management policy is to reach an appropriate balance between the use of automation for flight path management and the need to maintain pilot manual flying skills. At the core of this policy are the pilots. Responsibility for flight path management remains with the pilots at all times. The policy addresses many of our Key Operational Risk Areas, KORAs. It does this by promoting piloting skills that help prevent these risks or threats developing into an incident or accident through, for example:     

FMA awareness, management and monitoring, an active pilot monitoring, good manual flying skills, clear crew communication

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It also gives the pilots the skills to recover from an undesired aircraft state should this happen. Flight path management is not a new concept and has always featured in Ryanair pilot training programs. It will continue to do so, however with the introduction of KORAs, will be elevated to the forefront of training emphasises. Manual flying is a psychomotor process which means you that you need to use both motor skills and cognitive processing to achieve the desired flight path. So before you disconnect the automatics you need to know the attitude and thrust settings required to maintain the desired flight path. You also need to understand how to monitor your descent profile. This will help reduce the demand on the cognitive thinking. An out of trim aircraft places a high demand on your motor skills. You must be able to trim the aircraft to reduce your workload. This will increase your capacity to manage the aircraft flight path during all phases of flight. Stab Tim Basics • • • •

Apply the initial control input with the elevator then unload the control pressure with the STAB TRIM. After trim change, relax your grip on the controls to check the aircraft trim. Strive for a light two finger grip on the control column. Use small amounts of electric trim, repeat as necessary, in order to trim the aircraft. Trim reduces amount of motor skills used so brain can work cognitive side(thinking) on finals

When the PF is manually flying, the PM must actively monitor the aircraft Attitude and Thrust settings. During a challenging approach both pilots can become fixated on flying the aircraft without any active flight path monitoring. When you are the pilot monitoring, you must fully engage in your pilot monitoring duties and actively monitor the aircraft’s flight path. Refer to Ops Part A 8.3.20 and section 9.2 of this manual for more guidance.

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After Take-off

With the autothrottle engaged, and after V1, the PF must have both hands on the control column until the autopilot is engaged. During flap retraction the speed must not only be at the manoeuvring speed for the existing flap setting but also showing a speed trend vector to accelerate. This is important in order to ensure that the aircraft is accelerating to the next flap speed as the flaps are retracting. Below are target attitudes after take-off through flap retraction and acceleration to 250kts for a TOW of 60T

After take-off, allow the aircraft to fly the FMC programmed climb rate during the initial departure. At ALT ACQ, always “BUG UP” when the flaps are still extended. V/S should not be used to control climb rate with flaps extended. Most departures from STN require a relatively early level off. Particularly departing towards BKY from Rwy 04, there is a potential TCAS RA threat with inbound a/c descending to 1000’ above departures. Therefore, providing that flaps are fully retracted and LE Flap Transit Light extinguished, good airmanship may dictate that you select V/S and reduce ROC at 2,000 or 1,000 feet approaching the cleared altitude which may be prior to 3000’ AGL. NP.21.49 states that “V/S should not be used before the flaps are up” – not to be confused with the “Flaps up, No lights” call. After the “Flaps Up No Lights” call, an MCP climb selection should be made and the After T/O Checklist called for. If using VNAV then any departure speed or altitude 28

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restrictions should be considered. The pilot who sets the MCP ALT should select ALT INTV if selected altitude exceeds the SID requirements. The top right hand corner of the FMC CLB page or the legs page can be used to reference any altitude restrictions and should be checked prior to VNAV engagement. During the After T/O Checks the Air Conditioning & Pressurisation check should be read aloud. This is a very important check and must be completed diligently. Use the reverse “L” technique. Start by calling the actual cabin DIFF (outer scale / long pointer) and checking the Cabin ALT (inner scale / short pointer) as indicated on the CABIN Altimeter /Differential Pressure Indicator.

6

In the example below the PM response to the AIR COND & PRESS Challenge in the After Take – Off Procedure will be: “2.4 / SET” - 1 Check the cabin rate of climb - 2

5 Check pressurisation mode selector is selected to AUTO - 3

4

Check that the Engine Bleeds are On and Packs are AUTO - 4 Check the bleed air duct pressure noting any split - 5

1 3

2 Avoid Hot Heads. Keep it cool in the cabin. The Air Temp Source Selector should always default to the PASS CAB FWD/AFT positions to ensure a Temperature of 20°-22°C – 6 When setting the Air Conditioning panel, a good rule of thumb is to have the 3 temperature gauges pointing at “A”, “U” and “T” respectively. The same procedure applies when completing the ‘10 Checks’. Note: You are checking two separate systems:  The Air Conditioning System.  The Pressurization System.

The Altimeters check is a challenge and response. The standby altimeter will normally be changed by the Captain when above the MSA, however, it is the PF’s responsibility to ensure that this is completed.

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Flap Retraction and Altimeters checks are done separately. Both are crucial and complex procedures that do not need to be completed simultaneously. The SOP states that “both pilots may set their altimeters to Standard” above three thousand feet. This procedure has been put in place to cater for departures where there are low Transition Altitudes and low stop-heights in a SID. SOP discipline is vitally important when changing altimeter pressure settings remembering that the altimeter setting procedure is separate to NAPD 1/2. Good airmanship will dictate the appropriate time to set STD. This should be done by the crew together, ref FCOM VOL 1 NP 21.51, NP 40.2/3 and the SOP manual 5.6/7. 2.1

Guarding the Controls below FL100:

Below FL100 both pilots must have their feet gently on the rudder pedals and once the autopilot and autothrottle are engaged, the PF must be in a position to take control if required. This does not mean that they have to have their hands physically on the control column and thrust levers, rather be alert and have their seat position such that they can take control if required. Indeed hands on the thrust levers with the AT engaged is not normally required.

3.0

Climb

VNAV is the preferred pitch mode for climb and descent. All other pitch modes can be used when appropriate. VNAV should be the default option. Ryanair Fuel Savings Policy allows for after the “Flaps Up, No Lights” call AND when cleared for continuous climb at or above FL150 to delete the N1 Reduced Climb settings on the FMC N1 Limit Page. If you need to level off below FL100, for a 60T aircraft your target attitude is 6⁰ Nose up and target N1 is 60%. Remember 6-6-6. If you need to level off above FL100, for a 60T aircraft your target attitude is 2⁰ Nose Up and target N1 is 80%. Remember 6mins - 2 - 8 When climbing from FL100 to FL200 expect an attitude of 7.5⁰ Nose Up. This should be decreased by 1⁰ every 5000ft to maintain the ECON climb speed. 3.1

Engine and Wing Anti-ice:

Ensure that you closely monitor and anticipate the use of engine/wing anti-ice during all phases of flight. Remember that you must not only put on the switches but also monitor the lights on the Upper DU (TAI).

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Cabin Temperature:

Checking that cabin temperature is at approx 22’C must be part of the regular “Air Cond and Press” check that is done after take-off, through FL100 and every 10,000’ thereafter. It should also be checked occasionally during the cruise. 3.3

Immediate Level Off Procedure

KORA

This normally occurs when the aircraft is approaching the cleared ALT/FL. E.g. Climbing to FL120 and on passing FL095 ATC request that you stop climb at FL100 due traffic. It is important that the correct MCP selection is initiated in order to ensure a prompt level off at the new requested altitude. The order of selection should be: 1. ALT Hold. 2. Reset new MCP altitude. 3. Engage LVL CHG, as this will either climb or descend the aircraft to the requested altitude.

3.4

MCP Altitude Procedure

Once any change of altitude or flight level is required the following is the correct procedure: All MCP mode selections shall be called by the PF and confirmed by the PM. MCP altitude changes following an ATC instruction: 1. ATC instruct to change ALT/FL 2. PM responds to ATC 3. PF resets MCP altitude and keeps finger in contact with MCP selector and calls “SET” 4. PM verifies the correct MCP altitude is displayed on the PFD and calls “XXX CHECKED”. The benefits of having a totally independent check on the number entered in the MCP by the PF warrants this interpretation of the procedure. If a new Vertical Mode is selected after a MCP Altitude change, the change shall be called by the PF when verified on the FMA e.g. “Vertical Speed”, “Level Change” etc 31

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Cruise

Monitor VNAV performance when approaching your cleared level. While we normally maintain a rate of climb of 1000’/min when within 1000’ of the cleared level, it is generally preferred that VNAV is left engaged as long as it is not exceeding 1,400 ROC. If using V/S then monitor the IAS/MACH changeover to ensure that you maintain the desired MACH number and avoid any possible high speed situation. You must also ensure that there is sufficient thrust available to maintain the selected V/S. To Level off at cruise flight level expect an attitude of 2.5⁰-3⁰ Nose up and 85%-90% N1. Select VNAV again once level. At this stage the PF should perform a panel scan. Follow RVSM procedures for the remainder of the flight. Clear and correct R/T is vital to the safe operation of our flights. Ryanair has produced a simple and concise booklet on R/T procedures that should be studied prior to your line training flights. Remember that how we sound on the air will greatly influence people’s impression of our professionalism. As PM once you reach the top of climb complete the Flight Plan, Voyage report, Note Metar QNH on Loadsheet and get the ATIS. You can also call the handling agent if required and when in range. Personal Entertainment Devices: It is unacceptable to listen to music or any other audio other than ATC using the appropriate radio tuning panel. 4.1

PLOC

KORA

PLOC continues to be a Threat to our operations. Ensure that you comply with all our PLOC prevention SOPs during flight, ref SOP manual section 6. Bear the following in mind:       

FIR boundaries should be identified and underlined on the OFP in anticipation of an ATC frequency change. The EET’s for all the FIR boundaries are given at the top information section of the OFP. Put the FIR boundaries in the FMC FIX page. Crews should anticipate a frequency change prior to reaching an FIR boundary. If none is forthcoming then a radio check with ATC should be initiated. Be disciplined with the ATC frequency change SOP. Make a call approaching the FIR boundary or every 200/250nm (15 - 25mins approx.). Avoid leaving the frequency or flightdeck where possible. If “off the air” do not turn down the volume of VHF 1 fully.

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TCAS

KORA

Any TCAS TA/RA’s should be actioned as per the QRH non-normal manoeuvres section. Once you are “clear of conflict” the correct method of re-engaging the automatics after a TCAS RA is the same as for Stall recovery and Windshear Escape Manoeuvre etc. This shall be performed in a formal sequence which will ensure that the PF is at all times in control of aircraft attitude and thrust requirements: 1) PF calls for desired Roll/Pitch modes on the MCP 2) PF ensures that the aircraft is following the FD commands, is in trim about all axes and that there is no pressure on the control column/wheel 3) PF engages the A/P 4) PF will verify A/P engagement and call “Command A/B” 5) PF engages the A/T 6) The PF will verify A/T engagement and call “Autothrottle Engaged” Both pilots must verify all mode annunciations in the FMA following each selection made on the MCP (SOP Manual 6.4.3). 4.3

Inflight Access to the Flight Deck:

It is imperative that you comply with the Ryanair procedure for inflight access to the flightdeck. During the flight, if the Flight Deck Door must be opened for any reason then the pilots should:  Ensure that the Seatbelt sign is ON  Receive the relevant password from the No1 on the service interphone  Select Speaker on, deselect I/C on both ACP’s, turn up the volume on VHF 1 and VHF 2 (121.5) on the PF’s ACP.  The PM will then check the viewing port in the flightdeck door in order to ensure that the area in the forward galley is secure.  If satisfied, the PM will open the door using the door handle and allow the No1 to enter the flightdeck.  On entering the flightdeck the cabin crew must immediately close the door.  If a pilot has left the flightdeck in order to use the FWD toilet, then he/she should use the service intercom phone system in order to gain access to the flightdeck again. Press 2 to speak to the flightdeck and give the correct password.  The cabin crew must again check the viewing port in order to ensure that the area in the forward galley is secure before leaving the flightdeck.  When the returning crew member is seated, both pilots will reconfigure their ACP to assure VHF 1 and VHF 2 are at an audible level.

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 The Captain should ensure that the amount of time that the cabin crew spends in the flightdeck is kept to an absolute minimum. Under normal circumstances the flightdeck door lock selector on the centre pedestal is never used to unlock the flightdeck door. Crews are reminded that if they wish to use the toilet in-flight then the procedure outlined in OM part A 8.3.12.4.1 should be adhered to and that the No1 should not be used as the relief crewmember in the flightdeck. Crews should also ensure that the pedestal area is kept tidy and clear of rubbish. Nonrelevant charts etc should not be left on the pedestal. An untidy, cluttered, pedestal area can lead to crew’s misidentifying crucial switch positions that can have a detrimental effect on aircraft safety. 4.4

PA Announcements

Clear and concise PAs are important from a commercial point of view. They are equally important to identify the crew’s voice in the event of an emergency. Passengers are more likely to follow a PA from a recognised voice in the flightdeck. Obviously clear and concise emergency PAs are a vital safety tool for all pilots. Practise and consideration during a normal PA will benefit crews greatly in the event of a non-normal situation. The PA handy-dandy is available in the flightdeck. Use this guidance initially until you are confident in giving PA’s. Operations Manual Part A clearly states in section 8.0.8.8 PA Announcements: During the cruise the Captain, or at his/her discretion the First Officer, should make a PA advising of the expected time of arrival, weather and anything else of interest. Only essential or safety related PAs shall be made in the descent or holding. Standard calls "Cabin Crew 10 mins to landing" and "Cabin Crew seats for landing" shall be made at the appropriate time. 4.5

High Level/Low Level Enroute Charts

Enroute charts must be readily available to crews in the flightdeck. Refer to these charts during your line training as they will greatly improve your Situational Awareness. It is important that you understand what information is contained in these charts. Use the Low Level chart as part of your arrival briefing if there is relevant information pertaining to your approach that you are unfamiliar with, e.g. areas of high terrain. 4.6

Briefing

It is important that you consider TEM and use the DALTA system when setting up for your arrival and briefing. This gives you an excellent structure and guidance for your briefing. Remember that you do not have to brief every possible item; only the relevant items are required. Brief what you actually expect to fly. Avoid over briefing. Try and have your DALTA brief completed within 10-15 minutes. Set yourself the target to have 34

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the DALTA briefing and descent checklist completed prior to the TOD. If an early descent is anticipated, plan your briefing to be completed prior to your expected descent point. DALTA should be used prior to all approaches e.g. runway change, go-around/diversion and subsequent approach. The structure of DALTA greatly increases the chance of a compliant and successful approach.

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Line Training Student Notes 4.7

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Double Brief:

The Boeing guidance on conducting an NPA is to brief the approach chart and then the crew’s intentions on conducting the approach. The RYR double briefing is fully in compliance with this guidance. Therefore the PF should brief the approach chart and then discuss how they will fly the approach. eg. Configuration sequence, A/P and MCP selections, standard calls and RYR profile events etc Brief the approach chart as normal then brief how you are actually going to fly the Approach. The picture below is a suggested method of using the approach chart picture to structure your double brief.

The double briefing handy dandy is used after the above as an aid memoir to ensure that nothing has been missed when your briefing is complete. This should all be completed in the Approach part of DALTA. DOUBLE BRIEF-NON PRECISION OR VISUAL APPROACH Independently verify and pre-set QNH / Minimums…………….…………….Checked and Set Cold Temp Correction……………………………………………………………Checked and Set Configuration Sequence…………………………………………………………Reviewed AFDS and A/T –Modes andSelections………………………………….……..Reviewed Actions when Visual……………………………………………………………...Reviewed Actions at MDA / DA, if not Visual………………………………………………Reviewed Landing Gate……………………………………………………………………...Reviewed

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Line Training Student Notes 4.8

Preamble Vs QRH Performance figures

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The crew must determine that the landing performance available is sufficient for arrival. Good airmanship will dictate when the runway performance should be checked. 4.8.1 Preamble data (Pre-dispatch) The landing distances in the Ryanair Preamble are based on use of maximum manual braking and auto speedbrakes, with no thrust reverse credit. The dry figures are factored by 1.67. The Wet figures are the Dry factored figures increased by a further 15%. The Preamble tables shall be used prior to dispatch (planning stage) to satisfy the EU OPS 1 requirement and to determine the maximum take-off weight (i.e. payload and fuel) at which the aeroplane can land at the destination or alternate airport within available landing distance in expected conditions. Dry and wet Preamble distances are based on Approved AFM data. As there are no certified landing distances for contaminated/slippery runways, the QRH contaminated/slippery figures are included in the Preamble. These figures are based on max manual braking and auto speedbrakes, with no thrust reverse credit. Before dispatch to contaminated/slippery runways, crews shall establish the contaminated/slippery and wet figures, the lower weight is limiting at the planning stage. 4.8.2 QRH data (In Flight) EU-OPS 1.400 specifies that before commencing an approach to land, the commander must satisfy himself/herself that the weather and the condition of the runway to be used do not prevent a safe approach, landing or missed approach, having regard to the performance information contained in the Ops manual. It is particularly necessary to comply with this rule if conditions, including runway surface, weather, aeroplane weight, configuration and planned use of deceleration devices change, the aeroplane is required to land on a different runway in conditions that were not expected at the planning stage, or in winter operations when the scenario of rapidly changing conditions is possible. To assess landing performance based on conditions actually existing at time of arrival, as distinct from conditions presumed at time of dispatch, crew shall use QRH Performance In-flight Normal Configuration Landing Distances (PI.11.1 and PI.11.2). These pages provide the landing distance performance for various weather, weights, flaps, runway conditions and braking systems to be used. The QRH data, which Boeing has labelled as “advisory”, is the best available data for the purpose. It is based on a mixture of flight test parameters and an engineering analysis. The Dry runway landing distances in the QRH are the actual landing performance distances, i.e. unfactored. The Dry runway figures are the absolute landing distance and therefore require careful evaluation to ensure that aircraft configuration and landing conditions are relevant to the landing runway.

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The Good Reported Braking Action Distances data is used for landing on a wet runway. The Slippery runway landing distances in the QRH (Good, Medium and Poor reported braking action) include 1.15 factor to the actual landing distances. According to EU-OPS 1.485, the QRH landing information is advisory. It has status of supplementary information to the AFM and is acceptable to the Authority. You will find the policy for Flap, Autobrake and Reverse Thrust in the OM part A section 8.3.0.3.11.4. Best Practice is to work backwards from the required landing distance to the Flap and autobrake configuration. Unless the Airfield Briefing or weather and Runway conditions suggest otherwise, never check the landing performance with your mind set for a certain configuration of Flap and autobrake. Establish where it is more suitable to vacate the Runway considering factors such as Runway occupancy and taxi distance. Find the most approximate figure for the expected condition (e.g. DRY, WET, Slippery) and then you will have the resultant configuration of Flap and autobrake for landing. Note that the QRH Reference distances include the credit for reverse thrust. Correction for No Reverse Thrust is provided in right hand column of QRH Landing Information. Providing the Runway is not slippery or contaminated and the brake cooling schedule is not adversely affected by the sole use of the autobrake, use idle reverse for fuel conservation and noise abatement requirements. Study carefully the texts below QRH Normal Configuration Landing Distances tables and on QRH page PI.15.2, which explain the concept and factors included in the landing data. Once dispatched, the QRH figures shall be used to ensure safe landing for the conditions actually existing at the time of arrival, regardless of whether they are greater or less than the preamble planning figure. This method complies with the EU OPS requirements. 4.8.3 BRAKE TO VACATE!! Landing Performance and Brake Cooling: In Ryanair operations, crews should calculate their landing performance based on the desired runway exit and select the appropriate Flap, Autobrake and Thrust Reverse settings necessary. The following guidance should be used in landing performance calculations: At the preflight preparation stage the crew must satisfy themselves that the landing distance available is equal to or greater than the landing distance required. The performance preamble should be referenced for this purpose.

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Once airborne the crew will reference the QRH Performance Inflight section to ascertain that the landing performance requirements are met taking into account the CURRENT runway condition, weather etc. Reference: PART A – OPERATIONS MANUAL 8.3.0.3.11.4 Reverse Thrust Policy In Practice this procedure can be split up in a few logical steps: Ensure that Landing Performance is satisfied at the planning stage bearing in mind destination weather, runway conditions, landing weight (tankering) etc. 1. Once airborne, select the desired runway exit and calculate the available distance. 2. Now, entering the table “Normal Landing Distance” (QRH PI 11.1/2), decide what autobrake setting fits your requirements. Now, let’s have a look at some important points to note regarding both landing performance calculations and brake cooling times: Note 1: Our primary operations objective is to conduct our air transport activities safely. Use of idle reverse thrust as described in this section is not considered detrimental to safety. Note 2: When required, up to and including MAX REV may be used TO A STANDSTILL if necessary. There is no aircraft limitation on the use of reverse thrust. Note 3: For the avoidance of doubt, first detent reverse is IDLE REV, second detent approx. 75% N1 and third detent REV THR is approx. 82%N1 Note 4: The “Two Engine Reverse Thrust” column in the “Recommended Brake Cooling” page in the QRH PI11.12 is based on 2 nd detent reverse thrust (75%N1), the “No Reverse Thrust” table can be used to calculate brake cooling times with IDLE reverse. Please also note that there is no table produced for IDLE Reverse since there is minimal difference between IDLE and NO reverse. Note 5: Brake cooling times are greatly reduced by allowing the A/B to slow down the aircraft until approx 60kts. At this stage you would normally be reducing reverse thrust towards idle and applying manual brakes or stowing the speedbrakes in order to give a smooth transition from A/B to manual brakes. Note 6: The dry figures in the QRH are the actual landing distance i.e. unfactored while GOOD, MEDIUM etc. are factored by 1.15 (15%).

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Line Training Student Notes 5.0

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Descent

Once established in the descent, ask yourself frequently if you are on profile or not. Discuss this with your LTC. If you are incorrect in your estimate of the profile, the LTC will point out the reason why and show where they are getting the information from. This is far more preferable then simply “hoping” that you are on profile or blindly following the VNAV data. Remember that approximately 3 times your altitude should equate to your expected track miles. You should add on extra distance for tailwinds and slowing down. A good rule of thumb to reduce your airspeed to 200kts is to add 1nm for every 10kts of deceleration. Therefore to reduce from 250kts to 200kts will take 5nm. A quick method of calculating this is to use the middle digit of the airspeed to denote the distance to slow to 200kts, i.e. 250kts will take 5 nm. For each 10kts of tailwind, you should add a further 1nm. Having done the calculation of how many track miles you need, use the range rings on the ND to work out your approximate track miles remaining. Keep asking yourself “how many miles do I need versus how many miles have I got” to monitor your descent profile. When receiving radar vectors, ask the LTC when can you expect ATC to turn you to join final. This will help in calculating your remaining track miles to touchdown. Once below FL100 you must do this calculation every 1000ft to actively monitor your descent profile. If you are not on profile, consider what you can do to regain it:  If low on profile, you can reduce your ROD by using V/S until the correct profile has being re-established. Now re-engage VNAV and continue monitoring the profile.  If you are high on profile above FL100 then increasing IAS (up to a maximum speed of 330 kts) may be necessary to regain the profile. Update you descent speed in the FMC to recalculate your new descent profile. If you are still high then use the speedbrake for additional drag.  If you are high on profile below FL100, you are limited to 250kts and speedbrake should be used to increase your descent rate. If you are still high on profile you should slow down and use the following:    

Max Speed 250 Kts = 1500fpm ROD = 250’/nm 250Kts/Speed Brake = 1800fpm ROD 220kts/Flap 5/ Speed Brake = 2300fpm ROD 180kts/Flap 10/Speed Brake = 1500fpm ROD = 500’/nm

These give the best height loss per nm. If still high on profile then extended vectors, an orbit outside 10nm or joining a holding pattern may be your only options to avoid a possible High Energy Approach (HEA).

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Remember, flaps are used to slow down the aircraft and speedbrakes are used to increase drag. We do not use flaps as drag devices, therefore use “Flaps to Slow Down and Speedbrakes to Go Down!” The FCTM, 4.22, gives good guidance on the use of the speedbrake. It states that the PF keeps their hand on the speedbrake lever when in use. This “reminder” will prevent inadvertent speedbrake use with thrust above idle and/or flaps above 10 selected. Below are some descent “Gates” to help with the descent profile and speed/flap configuration on approach. You should aim to fly through the following “Gates” during your descent. These are still wind figures and allowance should be made for head and tailwinds. If they are outside these parameters then an adjustment to their profile will more than likely be required. 1. The first “Gate” is TOD. You should begin to actively monitor your descent profile every 5000ft thereafter. As you become more proficient in descent management you should check your profile every 10000ft. 2. At 35 track miles from touchdown you should be at FL100 and 250kts. 3. When 20 track miles from touchdown you should be at approx 5000ft AAL and approaching the VNAV DECEL point or considering reducing speed from 250kts to the UP speed. You need ROD 800fpm or less to reduce speed 4. When 15 track miles from touchdown you should be at approx 4000ft AAL and speed approaching the UP speed in preparation to select Flap 1 not later than 10nm. 5. Passing 10nm you need to be 3,2,1 = 3,000ft, 200kts and Flap 1. (10nm Rule) 6. Flap 5 and on speed at G/S intercept. 7. Configure for landing as per approach profile. Can you turn base? Ensure that your speed, altitude and configuration allow you to accept the turn to base. The following speed schedule should ensure that a base turn will result in a stabilised approach. 1. Passing 9nm from touchdown reduce speed to 190kts 2. Passing 8nm from touchdown reduce speed to 180kts 3. Passing 7nm from touchdown reduce speed to 170kts Descents are ideally flown in VNAV. Ensure that you are aware of the difference between VNAV Path and VNAV Speed descents. We have a number of safe guards built into our SOPs to prevent HEA’s:     

Range rings (3 x cruise level / 10nm / 4/5 nm) 250/FL100 10nm rule* 500’ continue/go-around call If in doubt slow down with flaps and add drag with speedbrake 41

Line Training Student Notes 6.0

Approach and Landing

6.1

Guarding the Controls below FL100

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Below FL100 the PF must have feet resting on the rudder pedals even when the autopilot and autothrottle are engaged. He/she needs to be in a position to take control if necessary. This does not mean that PF must have their hands physically on the control column and thrust levers, rather that the PF be alert and be seated in a position to take manual control if required. The AFCS / A/T must be monitored closely for appropriate responses to MCP selection. During approach, with flaps extended and before disengaging the A/T or A/P a light follow through on the control column and thrust levers is appropriate to enable the pilot to attune to the aircraft and engine controls prior to manual flight. In some approaches the DME, required for the approach, is on a different frequency to the main NAVAID for the approach. If operationally required the NAVAIDs should be selected to the two frequencies that are required. While splitting the NAVAIDs for the approach is undesirable it is imperative that we always back up any instrument approach with the correct NAVAIDs. Selecting anything other than Auto or Normal on the Display Source Panel is not authorised for normal operations. Ensure that you check the flap limit placard speeds before selecting flaps. This is particularly relevant for flaps 30/40. It is best procedure to select flap when within 10kts of the minimum speed for flap configuration in normal circumstances. On final approach, the correct hand position on the thrust levers during approach is extremely important. Inexperienced F/O’s have a tendency to press the TOGA switch instead of the A/T disconnect switch. The correct hand position is to have the thumb resting lightly on the A/T disconnect switch. If a goaround is required, it will necessitate a deliberate movement of the hand in order to select the TOGA switch. This hand position is important as it prevents inadvertent and unnecessary goarounds due to mistakenly pressing the TOGA switch when disconnecting the A/T.

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It is important to plan for flaps 5 at glideslope interception, as speed control can be difficult with Flap 1. A tailwind on approach may necessitate Flap 10 in order to avoid speed increases. Always check the flap limiting speed (placard below the LDG gear lever) before calling for a flap selection. The PM must use the aircraft 1000ft call as a reminder that in approx 35 seconds they must take the executive decision on whether the approach should be continued or a G/A commanded. This is called the “500ft” call on approach is a vital safety tool. All captains should react to a “500 Go-Around” call as they would to a low visibility go-around call. There should be no discussion at this point just an immediate go-around. F/O’s should be aware that a “500 Go-Around” call is expected from them if the approach does not meet the Stabilised Approach criteria. Corrections to maintain a stabilised approach are permitted inside the Landing gate. However, any flap “blowback”, Too Low Gear/Flap or a Terrain caution at night or IMC requires an immediate go-around. The LDG checklist is considered complete, from a LDG Gate point of view, once you have reached the LDG lights. If the PF is flying manually then the PM will put the LDG lights on once you are cleared to land. 6.2

ILS Approach

Where possible a CDA and low drag type approach should be accomplished. This provides the best noise footprint and lowest fuel burn. Plan to keep the gear up until passing 4 or 5nm from the runway, depending on weather conditions. Be conservative in this area as opposed to ending up hot and high. It is best practise to continually update the VNAV descent profile by going “Direct To” an applicable waypoint on the approach. When this is no longer practicable and you are happy with the descent profile under radar vectors on a base leg, then you may extend the centre line. V/S should then be used to finesse your descent and achieve G/S capture. 6.3

Low Visibility Approaches

For a CAT II/III approach, it is important that you check which runway at the destination airport is CAT II or CAT III approved. The list of runway ends approved for Ryanair CAT III operations is contained in the Trip Kit and is revised by the performance department. The current list is also available on Crewdock > Operational >Performance> Ryanair Cat III Approved Runways. This needs to be established prior to the briefing. The QRH CAT II/III brief should also be completed prior to the Approach brief as it lays down the criteria, weather/pilot qualification/aircraft certification etc. that are required.

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The All Weather operational Guide, AWOG, is available on Crewdock>Operational>Winter Ops and Low Vis Ops. Please review this document prior to commencing line training. The following points should be noted:  Downgraded lighting systems will have an effect on the RVR minima used. The information required is in FCOM Part A 8.1.5.4.9 table 6a.  Don’t forget to add 140m to your LDR when using Flap 40 Autoland approach 6.4

Non Precision Approaches

All NPAs are challenging procedures that contribute to aircraft accident and incidents to a far greater extent than a precision approach. Ryanair’s TEM considerations, DALTA and Double Brief procedures are designed to alleviate some of the latent threats associated with NPAs and must be followed strictly. Despite the fact that aspects of our instrument approach using VNAV procedure resembles an ILS (e.g. VNAV path indicator) it is still a NPA and all land based Nav Aids must be tuned, identified, active, and referenced to by flight crew. Crews must carry out a double briefing prior to completing all NPAs. Remember we cannot legislate for all approaches so common sense and airmanship must prevail when deciding your descent point and what hard altitude to set in the MCP. The PF nominated Desent Point is a waypoint in the FMC normally coded as CIxx, FDxx, FIxx or a waypoint which coincides with the platform altitude before the 3 degree GP. It is up to the PF to identify and nominate an ND Descent point as part of the approach brief. Remember the ND descent point and the FAF are not always the same. For a NPA using VNAV, the approaching descent call is based on the distance read out in the top right hand corner of the NAV display and not normally a tuned Nav Aid DME read out. When conducting any NPA, it is important that this is requested from ATC at the earliest opportunity – even if the profiles are similar, the descent point / altitude that ATC give to intercept may be subtly different. A recent CU student failed to request a practise LOC approach and this led to the aircraft being vectored to intercept at the FAF but below the descent point. Ensure you request an appropriate final prior to the ND descent point from ATC Refer to the Ryanair SOP manual 8.17/8.18 and the Instrument Approaches Using VNAV manual for further guidance, Crewdock>Training>Trainee Notes>Instrument Approaches Using VNAV. As the aircraft begins an approach to an airport, at a predetermined point the FMC will automatically transition to an “on approach” mode whereby VNAV PATH is the only 44

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mode available in VNAV, and VNAV SPEED becomes unavailable. This allows the crew to perform an NPA in VNAV PATH with the SPD INTV window open therefore directly controlling the speed on approach. This normally occurs once Flap 1 is selected. All NPAs are prone to the threat of QNH Blunder Error (i.e. using an incorrect QNH). If this error has been made the distance/altitude crosscheck will not reveal that the aircraft is in a potentially catastrophic situation. This will only become apparent with an EGPWS Caution or Warning. In reality, with a higher QNH set incorrectly, you are low on profile and depending on the QNH Blunder error and met conditions, your first warning of this may be an EGPWS callout. APPLYING THE CORRECT QNH (Aircraft on correct Path):

EFFECT ON PATH IF LOWER QNH SET (Aircraft follows a higher Path):

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Below is a diagram of the VNAV profile with incorrect higher QNH set. As your altimeter will tell you that you are at the correct altitude, all DME/Altitude crosschecks and the VNAV profile will indicate that you are on profile. EFFECT ON PATH IF HIGHER QNH SET (Aircraft follows a lower Path):

Ryanair QNH Blunder Error SOP’s:  The double brief states – “Independently verify and pre-set the QNH/Minimums”.  The QNH is independently verified by noting the QNH from the METAR on the Loadsheet (both pilots independently check the METAR QNH before noting on the Loadsheet, either on the ground before pushback or once established in the cruise) and comparing this with the QNH given by ATC. The ATIS is a further confirmation although this is not always available.  With the above independently verified, there is no need to ask ATC a second time to “confirm the QNH”.  Both pilots should refer to the Approach chart and set the minimums independently.  Use the RAD Alt as a Gross Error Check. Expect the “1000” RAD ALT call at approx 3nm-4nm. 6.5

Visual Approaches (FCOM Part A 8.3.0.3.5 and SOP manual 8.8)

Definition: A visual approach is defined as an approach where the crew manoeuvre the aircraft from at or before base leg on to final approach without the aid of radar vectors or a procedural arrival. The runway must be in sight before a Commander accepts a Visual Approach.

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TEM: Some possible threats for a Visual approach are: 1. 2. 3. 4. 5.

CFIT HEA if not on profile. Shorter track miles Task saturation and crews not actively monitoring the aircraft state Aiming for too short a final Vs Height. Remember 4nm is the limit!!!

Concept: A visual approach in Ryanair is normally carried out because there is no approach procedure for that runway or a time saving can be achieved by carrying out a visual approach as opposed to a long protracted arrival and approach procedure. Weather Conditions A visual approach may be carried out or continued only if it is clearly determined that the meteorological conditions are adequate for the approach, the aircraft will remain in visual contact with the ground and that the aircraft can be positioned for a landing by visual reference to the runway. Operation A visual approach cannot be conducted unless the Ryanair “Double Brief” has been completed. Inexperienced F/O's, less than 500hrs on Ryanair aircraft, are not permitted to conduct visual approaches. However during line training each student will conduct a visual approach under the supervision of an LTC. Crews should plan to be established on final approach with landing gear down and flap 15 by 4nm from the runway. Use of the APFD and Autothrottle systems is encouraged as long as they are deemed to be of assistance to the crew. The autothrottle should remain engaged until at least 4nm in order to ensure that low or excessive speeds are avoided during the manoeuvre. The autopilot, if in use, should be disengaged before at approx. 500 feet AAL (landing gate). There is no requirement for a DA/MDA for a visual approach as you are already visual with the runway; however minimums should be set at Land Alt plus 500 feet. The EGPWS, “FIVE HUNDERD “, callout will act as a reminder for the 500 continue/GA call. This is HEA prevention tool. FCI 13.34 – Circle to Land Night 1. At night, the maximum reported tower surface wind shall be 20kts 2. At night, the cloud base required before commencing an approach shall be Circle to Land Minimums +300’. 3. New Commanders prohibited from making night circle to land approaches. 47

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Visual Approach with an existing Straight-in Procedural Approach for the runway: In this situation the crew can adapt any FMC arrival or approach information in order to give them lateral and vertical guidance for the visual approach. This will also ensure that any Missed Approach Procedure available in the FMC can be used in case of a goaround. They should identify a point on the approach that equates to approx 4nm from the runway and plan to be established at or before this position with landing gear down and flap 15 extended. The Landing Gate for a visual approach is 500’ AGL and this also equates to the Minima to be set for the approach. Crews can also make use of any ground based navigation aids in order to assist them with the manoeuvre if briefed on and deemed appropriate. Other Visual Approaches 1. Without an existing Procedural Approach for the runway 2. With an offset existing Procedural Approach for the runway. Crews must carefully consider the prudence of accepting a visual approach to either of the above types of runway. If no Procedural Approach exists, the question must be asked: “Why does it not have a published approach?” The answer could be that there is a terrain issue which precludes the use of normal PANS OPS criteria for constructing an approach. This could also make that runway unsuitable for a visual approach. Also, a published approach with a significant offset to the front course will almost always be as a result of a significant terrain issue that affects the straight in track. Again, such a runway is unsuitable for a visual approach. Other than in the above circumstances, crews should use the runway extension option in the FMC: DEP/ARR > Select the relevant runway > RWY EXT at 4nm and FPA at 3 degrees or the PAPI/GS angle published for that runway. When cleared for the approach and terrain clearance is guaranteed, route direct to this point. This will create a point in the FMC at 4nm form the runway and at an altitude that will give a 3’ glideslope to the runway. You will now have both lateral and vertical guidance to this point. This FMC information is for guidance purposes only and crews should ensure that their route does not over-fly any restricted areas and that Terrain Clearance is always maintained. Go-around instructions must be agreed with ATC (if none are published) and followed using HDG SEL, VOR/LOC and non VNAV vertical modes. 48

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Visual and Landing

Once on final approach the following radial scan should be used. 1. ATTITUDE – AIRSPEED

2. ATTITUDE – VSI

3. ATTITUDE - THRUST

Use small thrust adjustments, small pitch and roll adjustments and the most common mistakes are;  Pitching for speed or Power for height – this is a basic prop pilot error.  Do not to use rudder until over the runway and established in the flare. The Fixed Landing Point is projected through the windscreen down to just before the 1000ft point. That is the aiming point. The idea is to adjust the final approach glide path until the aiming point is stationary in relation to the aircraft. Fly the a/c down to 50 ft, keeping the aiming point constant in the windscreen. Aiming points are either at 300m, (UK, R/W less than 2400m), or 400m, (UK R/W greater than 2400m and all R/Ws outside the UK). Once on finals and having disconnected the A/T and A/P it is important to make early corrections to speed, track and/or the vertical profile to make the flare as easy as possible. Don’t fly 10 knots above the bug speed or to the right/left of centreline and plan to correct for this later when over the runway. This will take discipline. Use the information available to you to make controlling the aircraft easier. The track on top of the ND display is an excellent tool to maintain the runway centreline. If the approach is not offset to the runway centreline, then the ND track should match the course set on the MCP 49

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On short finals and during the landing, the centreline should split your feet in the middle, as seen below.

Some students that have difficulty in landing tend to focus too much of their attention inside the flightdeck. This can lead to a student trying to chase either the Glide Slope or the Flight Director at low level which is damaging to a stable approach. In addition, changing the focus from the electronic display of the PFD/ND and adjusting to the dynamic external visual cues of the runway, aiming point, centre-line tracking, PAPIs and peripheral vision is difficult for an in-experienced pilot. It is imperative that you look out of the aircraft at the touchdown point on the runway more frequently the nearer you get to the runway. Once the runway is in sight a good rule of thumb is to:  1,000’

Look out 25% of the time.

 500’

Look out 50% of the time

 250’

Look out 75% of the time

 100’

Look out 100% of the time

When looking out, you should keep the touchdown zone as the primary focus and then use the PAPI’s as a guide to maintain the 3 degree glide path. When looking into the flightdeck you should maintain your radial scan as indicated above. However, once through 500’, this scan reduces to Speed, V/S and N1. At this stage the majority of the time is spent looking out.

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From 500’ down, if the a/c is stable then you don’t need to start making control or power inputs. “If it’s not broke don’t fix it” Some students tend to want to make unnecessary control or power inputs especially immediately after disengaging the A/P. When power or control inputs are required to correct a departure from the speed or path profile, once the input has done its job i.e. back on profile, then adjust the thrust or pitch to maintain. The average Attitude and Thrust on approach for a 60T aircraft is 1⁰ Nose up and 56% N1 for flap 30 and 0⁰ and 60% N1 for flap 40. For different weights, a quick method of calculating your expected N1 for the approach is – flaps 30 = LDG WT – 4% - flaps 40 = LDG WT – N1 for approach. Make a mental note of this target N1 for your actual approach. You should disconnect the A/T first and stabilize the N1 at a value appropriate to the weight, speed and ROD of the aircraft. Before disconnecting the A/P press your shoulders back into the chair, look out the window and note the position of the touchdown zone. Maintain the touchdown zone in this position throughout the approach. The A/P should now be disconnected. Only small adjustments to pitch and thrust should be made from then on. Below 300ft the aircraft may experience destabilising forces, wind speed decreasing or updrafts/downdrafts. At the same time some students tend to be shy of the R/W and end 51

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up high on the glide path or fly towards the R/W and end up low. Both these tendencies are undesirable not only because they de-stabilise the approach but they make the landing phase very difficult. It is therefore important that you maintain the correct profile all the way to the R/W. A stabilised approach to 50’ above the RW threshold will greatly increase your chances of making a good landing on the RW centreline, on speed and in the touchdown zone. Even if the R/W is in sight and a decision to Land has been made the PF should always respond to the aircraft calls i.e. 1000’, plus 100 etc as these are also incapacitation calls. 6.7

The landing Flare

The Landing begins from 50ft. Maintain the approach attitude down to the flare, concentrating on the touchdown markers.

The 50ft GPWS call is the point where you should shift your visual sighting point to the end of the runway. Shifting the visual sighting point assists in controlling the pitch attitude during the flare. You must keep the aircraft descending through 40ft and 30ft. At 20ft initiate the flare by increasing backpressure to check the attitude by 2⁰-3°. This slows the rate of decent. Do not use sudden, violent or abrupt control movements during landing. After the flare is initiated, smoothly retard the thrust levers towards idle. Ideally, main gear touchdown should occur simultaneously with thrust levers reaching idle. A smooth thrust reduction to idle assists in controlling the natural nose-down pitch change associated with thrust reduction. Input sufficient backpressure on the control column to keep the pitch attitude constant. Avoid rapid control column movements during the flare. If the flare is too abrupt and thrust is excessive near touchdown, the airplane tends to float in ground effect. Do not extend the flare by increasing pitch attitude in an attempt to achieve a perfectly smooth touchdown. 52

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Line Training Student Notes Thus, the landing technique is: At 50 feet: At 40 feet: At 30 feet: At 20 feet: After 20 feet,

At 10 feet:

Shift visual sighting point to the end of the runway Keep the aircraft descending at constant airspeed and decent rate Keep the aircraft descending at constant airspeed and decent rate Slow the rate of descent by initiating the flare. This is achieved by increasing the pitch attitude by approximately 2⁰ - 3⁰ Slowly close the thrust levers. The rate of closure will depend on the headwind or tailwind component. The lower the groundspeed, the slower the rate of thrust lever closure. Hold the pitch attitude. To achieve this you must make a pitch control input to maintain the attitude as thrust is reduced.

You must have commenced the landing maneuver at 20 ft The concept is: CHECK (attitude)

CLOSE (thrust)

HOLD (attitude)

Ensure that you do not “pump” the controls during the flare as this can lead to a difficult landing. Do not trim during the flare or after touchdown as it increases the possibility of a tailstrike during touchdown. Once the main wheels are on the RWY, select the reverse thrust and gently lower the nose. This will require a pitch input to achieve a smooth landing of the nose wheel. A G/A can be initiated at any time up to selecting reverse thrust. Once reverse thrust has been selected you are committed to a landing. Refer to the FCTM section 6.1 onwards for further guidance on landing techniques, particularly bounced landing recovery. 6.8

Tailstrike on Landing Prevention

KORA

A recent line event has demonstrated how with very little error, tail strikes on landings can occur. The following guidance will help to mitigate this threat. Landing Risk Factors A tail strike on landing tends to cause more serious damage than the same event during takeoff and is usually more expensive and time consuming to repair. In the worst case, the tail can strike the runway before the landing gear, thus absorbing large amounts of energy for which it is not designed. The aft pressure bulkhead is often damaged as a result. Any one of the following landing risk factors may precede a tail strike:

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 Unstabilised Approach Although unstable approaches are not common in Ryanair due to our robust SOP’s and NO BLAME policy for go-arounds, throughout the industry an unstabilised approach is the biggest single cause of tail strike. Flight crews should stabilize all approach variables - on centerline, on approach path, on speed, and in the final landing configuration - by the time the airplane descends through 1,000 feet AFE. This is not always possible. Under normal conditions, if the airplane descends through 1,000 feet AFE (IMC), or 500 feet AFE (VMC), with these approach variables not stabilized, a go-around should be considered. Flight recorder data shows that flight crews who continue with an unstabilised condition below 500 feet seldom stabilize the approach. When the airplane arrives in the flare, it often has either excessive or insufficient airspeed. The result is a tendency toward large thrust and pitch corrections in the flare, often culminating in a vigorous pitch change at touchdown resulting in tail strike shortly thereafter. If the pitch is increased rapidly when touchdown occurs as ground spoilers deploy, the spoilers add additional nose up pitch force, reducing pitch authority, which increases the possibility of a tail strike. Conversely, if the airplane is slow, increasing the pitch attitude in the flare does not effectively reduce the sink rate; and in some cases, may increase it. A firm touchdown on the main gear is often preferable to a soft touchdown with the nose rising rapidly. In this case, the momentary addition of thrust may aid in preventing the tail strike. In addition, unstabilised approaches can result in landing long or a runway over run.  Holding Off in the Flare The second most common cause of a landing tail strike is an extended flare, with a loss in airspeed that results in a rapid loss of altitude, (a dropped-in touchdown). This condition is often precipitated by a desire to achieve an extremely smooth/soft landing. A very smooth/soft touchdown is not essential, nor even desired, particularly if the runway is wet.  Trimming in the Flare Trimming the stabilizer in the flare may contribute to a tail strike. The pilot flying may easily lose the feel of the elevator while the trim is running. Too much trim can raise the nose, even when this reaction is not desired. The pitch up can cause a balloon, followed either by dropping in or pitching over and landing in a three-point attitude. Flight crews should trim the airplane during the approach, but not in the flare.  Mishandling of Crosswinds When the airplane is placed in a sideslip attitude to compensate for the wind effects, this cross-control maneuver reduces lift, increases drag, and may increase the rate of descent. If the airplane then descends into a turbulent surface layer, particularly if the wind is shifting toward the tail, the stage is set for a tail strike. The combined effects of high closure rate, shifting winds with the potential for a quartering tail wind, can result in a sudden drop in wind velocity commonly found below 100 feet. Combining this with turbulence can make the timing of the flare very difficult. The pilot flying can best handle the situation by using additional thrust, if needed, and by using an appropriate pitch change to keep the descent rate stable until initiation of the flare. 54

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Flight crews should clearly understand the criteria for initiating a go-around and plan to use this time-honored avoidance maneuver when needed.  Over-Rotation during Go-Around Go-arounds initiated very late in the approach, such as during the landing flare or after touching down, are a common cause of tail strikes. When the go-around mode is initiated, the flight director immediately commands a go-around pitch attitude. If the pilot flying abruptly rotates up to the pitch command bar, a tail strike can occur before the airplane responds and begins climbing. During a go-around, an increase in thrust as well as a positive pitch attitude is needed. If the thrust increase is not adequate for the increased pitch attitude, the resulting speed decay will likely result in a tail strike. Another contributing factor in tail strikes may be a strong desire by the flight crew to avoid landing gear contact after initiating a late go-around when the airplane is still over the runway. In general, this concern is not warranted because a brief landing gear touchdown during a late go-around is acceptable. This had been demonstrated during autoland and go-around certification programs.  Bounced 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. During the resultant bounce, if the thrust levers are then retarded to idle, automatic speedbrake deployment can occur resulting in a loss of lift and nose up pitching moment which can result in a tail strike or hard landing on a subsequent touchdown. The application of the correct landing technique is essential tool for the prevention of tail strike on landing. The techniques discussed here are from the FCTM, they are applicable to all landings including one engine inoperative landings, crosswind landings and landings on slippery runways. Unless an unexpected or sudden event occurs, such as windshear or collision avoidance situation, it is not appropriate to use sudden, violent or abrupt control inputs during landing. Begin with a stabilized approach on speed, in trim and on glide path. Note: When a manual landing is planned from an approach with the autopilot connected, the transition to manual flight should be planned early enough to allow the pilot time to establish airplane control before beginning the flare. The PF should consider disengaging the autopilot and disconnecting the autothrottle 1 to 2 nm before the threshold, or approximately 300 to 600 feet above field elevation. When the threshold passes under the airplane nose and out of sight, shift the visual sighting point to the far end of the runway. Shifting the visual sighting point assists in controlling the pitch attitude during the flare. Maintaining a constant airspeed and descent rate assists in determining the flare point. Initiate the flare when the main gear is approximately 20 feet above the runway by increasing pitch attitude approximately 2° - 3°. This slows the rate of descent.

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After the flare is initiated, smoothly retard the thrust levers to idle, and make small pitch attitude adjustments to maintain the desired descent rate to the runway. A smooth thrust reduction to idle also assists in controlling the natural nose-downpitch change associated with thrust reduction. Hold sufficient back pressure on the control column to keep the pitch attitude constant. A touchdown attitude as depicted in the figure below is normal with an airspeed of approximately VREF plus any gust correction. Ideally, main gear touchdown should occur simultaneously with thrust levers reaching idle. Avoid rapid control column movements during the flare. If the flare is too abrupt and thrust is excessive near touchdown, the airplane tends to float in ground effect. Do not allow the airplane to float or attempt to hold it off. Fly the airplane onto the runway at the desired touchdown point and at the desired airspeed. Note: Do not trim during the flare. Trimming in the flare increases the possibility of a tail strike. Prolonged flare increases airplane pitch attitude 2° to 3°. When prolonged flare is coupled with a misjudged height above the runway, a tail strike is possible. Do not prolong the flare in an attempt to achieve a perfectly smooth touchdown. A smooth touchdown is not the criterion for a safe landing. Typically, the pitch attitude increases slightly during the actual landing, but avoid overrotating. Do not increase the pitch attitude, trim, or hold the nose wheel off the runway after landing. This could lead to a tail strike. Airspeed Control During an autoland, the autothrottle retards the thrust so as to reach idle at touchdown. The 5 knot additive is bled off during the flare. If the autothrottle is disconnected, or is planned to be disconnected prior to landing, maintain VREF plus the wind additive until approaching the flare. The steady headwind additive is bled off before touchdown while the gust correction is maintained to touchdown. Plan to touchdown at VREF plus the gust correction. With proper airspeed control and thrust management, touchdown should occur at no less than VREF - 5 knots. Landing Flare Profile The following diagrams use these conditions:  3° approach glide path  flare distance is approximately 1,000 to 2,000 feet beyond the threshold  typical landing flare times range from 4 to 8 seconds and are a function of approach speed  airplane body attitudes are based upon typical landing weights, flaps 30, VREF 30 + 5 knots (approach) and VREF 30 + 0 (touchdown), and should be reduced by 1° for each 5 knots above this speed

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In Ryanair we use the de-crab during flare and the touchdown with crab techniques, refer to FCTM 6.54, for crosswind landings. De-crab during Flare The objective is to maintain wings level during approach, flare and touchdown. During the approach a crab angle is established with wings level in order to maintain the desired track. During the flare downwind rudder is applied to eliminate the crab and align the aircraft with the centre- line. At the same time apply upwind aileron in order to maintain wings level. These cross controls are maintained throughout the landing phase and the aileron during the landing roll. Touchdown with Crab It is recommended to use this method when landing on slippery runways as it reduces drift on touchdown and allows for rapid deployment of the spoilers and autobrake as all main gear have touched down simultaneously. However, rudder and aileron inputs to de-crab after touchdown must be applied in order to maintain proper directional control. This method is not recommended on dry runways as on landing the aircraft will tend to track upwind until the correct de-crab technique is accomplished. This lack of initial directional control is undesirable. Bounced Landing Recovery Bounced Landing Recovery If the airplane should bounce, hold or re-establish a normal landing attitude and add thrust as necessary to control the rate of descent. Thrust need not be added for a shallow bounce or skip. When a high, hard bounce occurs, initiate a go-around. Apply go-around thrust and use normal go-around procedures. Do not retract the landing gear until a positive rate of climb is established because a second touchdown may occur during the go-around. 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. During the resultant bounce, if the thrust levers are then retarded to idle, automatic speedbrake deployment can occur resulting in a loss of lift and nose up pitching moment which can result in a tail strike or hard landing on a subsequent touchdown. Go-Around after Touchdown Go-Around after Touchdown If a go-around is initiated before touchdown and touchdown occurs, continue with normal go-around procedures. The F/D go-around mode will 57

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continue to provide go-around guidance commands throughout the maneuver. If a goaround is initiated after touchdown but before thrust reverser selection, auto speedbrakes retract and autobrakes disarm as thrust levers are advanced. The F/D goaround mode will not be available until go-around is selected after becoming airborne. Once reverse thrust is initiated following touchdown, a full stop landing must be made. If an engine stays in reverse, safe flight is not possible. 6.9

Crosswind Landings

Inexperienced F/O's have crosswind limitations. These are outlined in OM Part A 8.0.10. Make sure that you are familiar with the aircraft crosswind limitations (Preamble 2.1.2) and how to calculate both the maximum crosswind (Steady factored wind plus half the unfactored gust) and the approach fly speed (Half the factored steady wind plus all the unfactored gust up to a maximum of VREF+20 kts or landing flap placard speed minus 5 kts, whichever is lower, SOP Manual 8.4). In strong crosswind or turbulent conditions it may be necessary to alter the landing technique above. In Ryanair we use the de-crab during flare and the touchdown with crab techniques, FCTM 6.54, for crosswind landings. De-crab during Flare The objective is to maintain wings level during approach, flare and touchdown. During the approach a crab angle is established with wings level in order to maintain the desired track. During the flare downwind rudder is applied to eliminate the crab and align the aircraft with the centre-line. At the same time apply upwind aileron in order to maintain wings level. These cross controls are maintained throughout the landing phase and the aileron during the landing roll. Touchdown with Crab It is recommended to use this method when landing on slippery runways as it reduces drift on touchdown and allows for rapid deployment of the spoilers and autobrake as all main gear have touched down simultaneously. However, rudder and aileron inputs to de-crab after touchdown must be applied in order to maintain proper directional control. This method is not recommended on dry runways as on landing the aircraft will tend to track upwind until the correct de-crab technique is accomplished. This lack of initial directional control is undesirable. 6.10

Landing Roll

When the Captain/LTC takes control of the aircraft during the landing roll, it is important to stress to the student to give control immediately and not change the aircraft configuration, thrust reverse or autobrake. Similarly you must maintain control of the aircraft until the Captain calls for “My Controls”.

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After Landing (Taxi in Procedure)

SOP Manual page 174 refers. Do not start the After Landing checklist before you clear the active Runway, taxi instructions have been received, acknowledged, written in FMC scratch pad and understood by both pilots. There is no rush to start this procedure, therefore, as rule of thumb, do not do anything before you are absolutely certain about your taxi route and you are able to help the captain with the taxi. The Techlog states: Greater than 30 sec after landing with the thrust levers retarded to idle and before engine shutdown, push master caution recall on the glare shield, check if the EEC or PSEU lights illuminates. If either is illuminated then report immediately to engineering. This must be checked after your normal after landing flow

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Post-flight Duties  When you arrive back to the Ops room your job is not yet done.  Replace all the charts and RTOWs that you had previously gathered for the trip kit.  Replace the trip kit. Ensure that all the relevant charts etc are present and in the correct order.  Transfer the information from the voyage report onto CREWLINK briefing as part of your check out procedure.  You will need 5 photocopies of the voyage report. One for the base Captain, one for the LTC, one for yourself, one for envelope and original in the originals tray. In some cases the Cabin Crew will require one copy as well. Place the envelope in the trays provided.  Any roster changes will be notified to you when you check out through Crewlink. If a roster change happens after you check out then crew control will contact you. It is therefore very important that your contact details are always correct. These can be changed/checked on Crewlink if required.

7.1

Homework  You will have been issued with a roster through CREWDOCK so you will know your routing for the next day’s flights. When possible check: a. Routing b. Airfield brief if available c. Airfield charts d. General geographic area of where you are going  Good preparation will go a long way to a successful training day.

7.2

Student Competency Checklist - FCILT

Only an LTC can initial an item on the competency checklist. There will be very serious consequences for any student that initials their own or another student’s competency checklist.

Good luck with your line training!

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Discussion Topics

8.1

Rotation

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KORA

The Ryanair safety management system has identified rotation rates in excess of recommended values as a notable occurrence during line flying. The FCTM shows that:    

Liftoff should be achieved about 3-4 seconds after Vr Early or rapid rotation may cause a tail strike Late, slow, or under-rotation increases takeoff ground roll Any improper rotation decreases initial climb flight path

 An aggressive rotation into the flight director pitch bar is not appropriate. “With a consistent rotation technique, where the pilot uses approximately equal control forces and similar visual cues, the resultant rotation rate differs slightly depending upon airplane body length.” “Using the technique above, resultant rotation rates vary from 2° to 3° per second with rates being lowest on longer airplanes” The Boeing 737 FCTM covers the B737-300 to B737-900ER models. The B737-800 falls into the category of “longer airplane”. This means that the rotation rate on two engines for the B737-800 is 2° to 2.5° per second. The control column force required varies depending on conditions during the departure. The forces should be adjusted to achieve the 2 – 2.5°/sec rate during normal departures. Do not over focus on the ‘dead band’. One elevator position is required before the deadband, and another is required to keep a continuous rotation through the deadband. 8.2

TAILSTRIKE AVOIDANCE TECHNIQUES

Tail strikes occur when the lower aft fuselage or tail skid contacts the runway during takeoff or landing. A significant factor that appears to be common is the lack of flight crew experience in the model being flown. Understanding the factors that contribute to a tail strike can reduce the possibility of a tail strike occurrence. Note: Anytime a tail strike is suspected or known to have occurred during takeoff, accomplish the Non-Normal ‘Tail-strike’ checklist (Ref QRH NNC, Unannunciated Checklists)

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Takeoff risk factors: Mistrimmed Stabiliser: This usually results from using erroneous takeoff data e.g. the wrong weights or an incorrect center of gravity. In addition, accurate information can sometimes be entered incorrectly either in the flight management system or set incorrectly on the stabilizer. Rotation at improper speed: Usually caused by early rotation due to some unusual situation or rotation at too low an airspeed for the weight and or flap setting. Trimming during rotation: Trimming the stabilizer during rotation may contribute to a tail strike. The pilot flying may easily lose the feel of the elevator while the trim is running which may result in an excessive rotation rate. Excessive rotation rate: Flight crews operating an aeroplane model new to them, especially when transitioning from an aircraft with unpowered flight controls to one with hydraulic assistance, are most vulnerable to using excessive rotation rate. Improper use of flight director: The flight director provides accurate pitch guidance only after the aeroplane is airborne. With the proper rotation rate, the aircraft reaches 35 feet with the desired pitch attitude of about 15 degrees. However, an aggressive rotation into the pitch bar at takeoff is not appropriate and can cause a tail strike. Rotation and lift off – all engines: Takeoff speeds are established based on minimum control speed, stall speed, and tail clearance margins. Shorter bodied aircraft are normally governed by stall speed margin while longer bodied aircraft (B737-800) are normally limited by tail clearance margin. When a smooth continuous rotation is initiated at VR, tail clearance margin is assured because computed takeoff speeds depicted in the QRH, RTOW airport analysis or FMC are developed to provide adequate tail clearance. For optimum takeoff and initial climb performance, initiate a smooth continuous rotation at VR toward 15 degrees of pitch attitude. The use of stabiliser trim during rotation is not recommended. After liftoff, use the attitude indicator as the primary pitch reference. The flight director, in conjunction with indicated airspeed and other flight instruments is used to maintain the proper vertical path. Using this technique, liftoff attitude is achieved in approximately 3 to 4 seconds. Resultant rotation rate is approximately 2 - 2.5 degrees per second. Note: The flight director pitch command is not used for rotation.

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Typical tail clearance for the Boeing 737-800 is merely 13 inches (33cm) with the use of flap one (1) and 20 inches (51cm) with flap five (5). The pitch attitude for tail contact with the wheels on the runway and landing gear struts extended is 11 degrees, compared to a lift off attitude of 8.5 degrees for a flap 1 takeoff and 8.0 degrees for flap 5 takeoffs. Tail strike prevention: DOs and DON’Ts. TAKEOFF – DOs:  DO Use Normal Rotation Technique (i.e. 2º to 2.5º per sec)  DO Ensure Takeoff V speeds are correctly entered and that they are appropriate for prevailing conditions.  DO Use Flap 5 to provide additional tail clearance unless the airfield brief states otherwise.  DO know your airplane! Have an idea of approximate T/O and Approach speeds.  DO consider using Full thrust during gusty/crosswind conditions TAKEOFF – DON’Ts:  DON’T rotate early  DON’T Over-rotate  DON’T Assume! Double check takeoff data, especially if something doesn’t look right. Always ensure you double check the zero fuel weight entry with the other crewmember and crosscheck it with the load sheet. LANDING – DOs:  DO maintain specific target airspeed for landing (Vref + 5 Minimum to start of flare).  DO ensure the aircraft is in trim at start of flare.  DO fly a stabilised approach in accordance with Ryanair procedures, if not stabilized then Go-Around.  DO fly the nose wheel onto the runway immediately after main landing gear touchdown.  DO Remember – Sometimes a Go around is the correct option. LANDING – DON’Ts:  DON’T hold off in the flare.  DON’T trim in the flare or after touchdown.  DON’T allow pitch to increase after touchdown.

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Pilot Incapacitation

Refer to the SEP manual section 5 and the Operations Manual Part A, various sections. Pilot Incapacitation means “someone is being deprived of his/her capacity or natural power, or to be rendered incapable or unfit”. There are wide ranging causes of incapacitation from heart attacks, silent epilepsy, preoccupation with personal problems and hypoglycaemia (which can be avoided by proper consumption of food.) Incapacitation can be obvious (death) or subtle (partial loss of function). There have been instances of both in Ryanair, from obvious to subtle incapacitation of crewmembers. We have Communication Rules in the flight deck which, if not followed, can be the first indication of subtle incapacitation: These may include  Unexplained deviation from SOPs.  Inappropriate verbal response to a reminder of a deviation from a clearance.  No response to two verbal communications.  No response to any verbal communication associated with a significant deviation from a standard flight profile. Levels of Intervention: Intervention, especially by a co-pilot, can be difficult and we have therefore designed two levels of intervention based on a Captain’s incapacitation.  The first is where the PM must direct the attention of the PF to departures from SOPs.  The second is where the above has not been effective and the PM must intervene, ensuring that the PF is aware of what he is doing. Intervention should take place where the safety of the flight is prejudiced and the following specifics outline the action to be taken: a. If the flight crewmember does not react normally at any time or appears to be ill, speak to them and ask questions. b. If the replies are not normal or they appear to be irrational, ask them how they feel etc. c. If another crewmember is in the flight deck discuss it with them. d. If the flight crewmember appears ill, persuade them to let you fly. Do not wait until they are at the point of collapse before taking control. Once incapacitation is identified, the main problem areas below should be tackled separately;

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Take Control:  Take control and maintain safe operation.  Double check the position of essential controls and switches. Especially the Pressurisation system.  Use the autopilot to optimum effect.  If on approach and the incapacitated pilot is not secured, there is a possibility that the flight controls could be blocked. If this occurs then a G/A is advised as the pilot may slump forward and block the controls during a critical phase of flight. “No 1 to the Flight Deck”  Allow the No 1 into the flight deck. They will carry out the incapacitation drill.  Get them to check for signs of life and to seek medical assistance from medically qualified passengers. Declare an Emergency  Give ATC maximum information and use the autopilot to reduce workload.  Land at the nearest suitable airport.  Request medical assistance on arrival and give as much relevant medical information as possible to ensure appropriate medical help is available on landing. The Incapacitated flight crewmember should be restrained and their seat slid back.  Ensure you are aware of how the restraint mechanism works. Ensure the Cabin Crew check for signs of life. If there are signs of life (breathing normally) they will put the pilot on portable oxygen and secure them in their seat with the inertia reel lock. They will place the seat in the full aft position with the pilot’s hands and feet away from all controls, cross their legs behind the yoke. If there are no signs of life (breathing absent or only an occasional gasp)  The incapacitated pilot should be removed from the flight deck to the cabin.  Cabin Crew should be used (minimum 2) to remove the incapacitated flight crewmember from their seat and first aid given. Re-organise cockpit duties for landing.  If the PIC is incapacitated the co-pilot must not attempt to move seats. A cabin crewmember will be available to take the first observers seat in the flight deck if required. The CCM must not occupy the vacant pilot seat. Prepare for a Safe Landing.  Use automatics to reduce workload and carry out an autoland if available.  Avoid ‘task saturation’ (overload) and delay the approach if necessary.  Request radar vectoring to alleviate workload. Start the APU.

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 If occupying the RHS do not attempt to clear the runway or taxi the aircraft after landing.  Stop the aircraft on the runway, put the APU on line, shutdown the engines and allow medical assistance on board. Remember that it is a pilot’s responsibility to report for work in a fit state to fly the aircraft. If you feel ill during the flight then say so and allow the other crewmember to fly the aircraft if appropriate. A pilot remains incapacitated until the aircraft recovers to a diversion, return or if close enough, the destination airfield. A pilot cannot “undeclared” a Mayday and become “well” again and continue to the flight planned destination. 8.4

Rapid Depressurisation

Ryanair has robust SOPs in place to ensure that the Pressurisation (life support) system functions correctly. The following points should be noted:  There are no obvious warning lights associated with incorrect switching of PACKS or BLEEDS on a Boeing 737-800.  The leak rate on the 737 is a lot less than the potential climb rate therefore there can be a short lived indication of “pressure” while the aircraft is climbing, even with the PACKS and BLEEDS in the OFF position.  The needle positions on the Cabin Altimeter and Differential Pressure indicator will swap initially after take-off with the cabin unpressurised. This can coincide with the time when the After Take Off checks are being performed i.e. 5000’ cabin altitude and 1 PSI can look awfully like 1000’ Cabin Alt and 5 PSI.  It is more likely to mistake a reading when performing a routine task then when performing a non-routine task.  The statement “Thrust set indications normal” implies that the achieved N1 is the same value as the calculated N1. If not then pay particular attention to the pack and bleed switch position during the After T/O checklist.  Anytime you hear the Altitude Warning Horn the crews’ first reaction must be to don oxygen masks. They can then investigate the problem. There are two types of depressurisation: Rapid and Subtle. Ryanair has the following SOP’s available to ensure that the a/c is being pressurised:  After T/O checks  10 checks  Silent checks every 10,000’ and at cruise level.

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Ensure that you know the Memory items for RAPID DEPRESSURISATION. Pay particular attention to donning the oxy masks as this is often done incorrectly in the sim. Remember it’s headset off, mask on, 100%, headset on, comms panel (Tx switch to mask, speaker on) and crew comms establish. This includes silencing the cabin warning horn. Consider the issue of glasses and whether they should be left on or not. The cockpit now splits and the Captain LHS becomes the PF. Review the areas of responsibility in the Non-Normal Manoeuvres section of the QRH. 8.5

Emergency Descent

With a rapid depressurisation the approx. time of useful consciousness is indicated below. This will depend on age, physical health and whether they smoke. SEP 6.2.2.3:  FL 400 – 18 secs.  FL350 – 30-50 secs.  FL300 – 1-2 minutes  FL280 – 2-3 minutes  FL 250 – 2-5 minutes  FL150-180 – 30+ minutes Again ensure that you know the memory items and areas of responsibility for an emergency descent, with reference to the Non-Normal Manoeuvres section of the QRH. Most of the F/O’s actions are as a backup. The 6 initial items can be batched into the following 3 steps:  Oxygen Masks On – Crew Communications establish.  Press to Manual – Close the Outflow Valve.  Passenger Signs – Passenger Oxygen An F/O must know how the captain initiates the Emergency Descent (in case of incapacitation):  Announces it through the PA 3 times  MCP Alt SEL Lower Alt (2 turns)  HDG SEL and Turn off present Track  LVL CHG  Close the thrust levers manually, do not disconnect the A/T  Raise the Speedbrakes  MCP Speed window to MMO/VMO  Set the MCP ALT SEL to 10,000’ or MSA  Request HDG from ATC.

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ATC will require you to do the following:  When commencing an Emergency descent you should first turn off the airway by approximately 45 degrees.  Advise ATC as soon possible with a “Mayday” call. Squawk 7700. This is vitality important to ATC as they will clear traffic below you for your descent once they see the squawk.  Monitor TCAS.  Turn on all fixed landing / R/W turnoff lights. It is important to set QNH once established in the descent and the PM/RHS pilot should take out the QRH during the descent in order to ensure that all checks are complete. Ensure that you are aware of and respect the MSA in your area. Once level at or below 10,000’ and the cabin altitude is at or below 10,000’ the F/O should come off OXY first and if he is feeling OK then the captain will follow. Below is a brief outline of the effects of hypoxia and how to recognise the symptoms, SEP 6.2.2.2:  Mild, (10,000’) - Headache, yawning, occasional deep breath.  Advanced, (14,000’) - Tiredness, blurred vision, loss of muscular co-ordination, possible personality change.  Extreme, (20,000’) - Convulsion, collapse, coma and possible death within minutes. When the call “No1 to the Flt Deck” is made the No1 comes off OXY and awaits the NITS drill on the service interphone, they will then brief the other cabin crew and begin checking the passengers and administering first aid as appropriate. Cockpit security should be considered and a decision made on whether you would allow the No1 into the Flt Deck. What caused the Depressurisation? Ensure that you are familiar with how to use the FMC to choose a diversion airport. Remember for passenger comfort it is recommended that the ROD not exceed 1000’/min. This will require planning to descend from 10,000. 8.6

T/O Configuration Warning

OPS Part A 8.3.0.1.5 states: The take-off shall be abandoned for a take-off configuration warning. If this results in loss of line up allowance the aircraft shall reposition to assure line up allowance integrity. The TOC warning alerts the crew of a configuration anomaly. Once the anomaly has been identified only the Captain can make the decision to reject or continue the take-off 68

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based on their assessment of the anomaly and its impact on the aircrafts ability to fly or to stop within the remaining runway. If there is any doubt about the aircraft being “unsafe or unable to fly” the take-off must be rejected. When a Take-off Config warning is triggered and the aircraft is returning to stand for a maintenance investigation, do not advance the thrust levers beyond 40% N1 during taxi to stand. This procedure ensures that the cause of the TOC warning is preserved in the PSEU BITE control. Advancing the thrust levers beyond 40% risks a thrust lever angle which cancels the fault that caused the TOC Warning. Similarly observe 40% N1 when taxiing after a RTO caused by a TOC warning. OPS Part A 8.9.5.4.6 states: It is mandatory to preserve CVR data after an incident/accident and it is the responsibility of the aircraft Commander to ensure that the yellow-collared CVR circuit breaker is pulled at the earliest opportunity on the ground following a serious incident. Where a take-off has commenced and a TOC warning is activated because of incorrectly configured flaps or stabiliser trim the aircraft will return to stand and the CVR CB must be pulled. Maintrol must be contacted in the first instance and following their instructions the CVR CB shall be pulled and an entry made in the Tech Log. The Commander shall contact Operations Control when the CVR is pulled in order to discuss with the Chief Pilot or available Management Pilot whether CVR data is required to be preserved. It is important that the full facts of the incident are relayed so that an accurate assessment can be made. This process will determine whether the CVR CB remains pulled or is reset. 8.7

Driftdown Procedure

The FCTM is the only reference for driftdown procedures. (FCTM 4.13) Again try and imagine a scenario where you have just had an engine run down in the cruise. The priority is to Fly the A/C and inform ATC of the impending driftdown.

 Aviate – Attitude/Speed/Track/Configuration  Navigate  Communicate Step through the various FMC and MCP selections required as if it was a real drift down event.  FMC CRZ page has an ENG Out prompt. Select this and indicate which engine has failed. The data given is for information only and cannot be selected in the FMC. 69

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 Select the ENG OUT level and speed (given in the FMC) in the MCP panel and press LVL CHG.  Make an ATC PAN call indicating the problem and your requirement to descend. Obviously it is important that the S/E cruising level is above any MSA requirement; however, at our normal operating weights this is rarely a problem in Europe. Check the QRH PI 12.8 LRC altitude capability table and be aware of the effects of the use of Engine and Wing anti-ice on your max achievable LRC altitude. Go through the QRH checklist and consider the option of a re-light. Again Ryanair destinations and bases should be used where appropriate in any diversions. Drifting down to the SE cruise level is normally only accomplished if you need to “cruise” to the nearest suitable airfield. It is likely that a suitable airfield will be available without the need for an enroute cruise. In this scenario you would complete a normal descent to your diversion airfield. 8.8

Winter Operations and De-Icing

KORA

Reference should be made to the FCOM Vol1 SP3, SP16, Winter Ops Manual and Ryanair De-Ice/Anti Icing Manual available on CREWDOCK. De/Anti-Icing Procedures There are 5 steps to de/anti-icing as defined below. The overriding principle with deicing is: If in Doubt – De-Ice!! Ryanair has its own De-icing/Anti-icing form (DAR form) that has been approved by the IAA. However, some handling agents may have their own form which can also be used. In the absence of any form, it is the aircraft commander’s responsibility to satisfy themself that the aircraft has been de-iced according to his wishes. The DAR form is the means by which the Captain will indicate what areas of the a/c need to be treated and also the type of treatment required. The form will be signed by the Captain and the service provider much the same as the Loadsheet.  Step 1 is the Contamination Check that is done by the Captain or the Engineer. This is where the need for de-icing is established.  Step 2 is the De-icing Procedure itself that is carried out by the engineer or the service provider. This is explained in detail in the de-icing manual.  Step 3 is the Post Treatment check. This is the responsibility of engineering or the service provider. 70

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 Step 4 is the Pre-Take Off Check. This is where the Captain will ensure that the holdover time is still current or that the environmental conditions have not changed therefore requiring a new holdover time.  Step 5 is the Pre-Take Off Contamination Check. This is required if the holdover time has been exceeded. If still in icing conditions repeat Steps 1-5. This will obviously require a return to the ramp and shutting down the engines. Most of our de-icing is carried out on the ramp with the engines shut down and the doors closed. Ensure you follow the winter ops Handy Dandy checklist. The Tech Log must be completed after de-icing with the following noted: a. Time (when de-icing commences) b. Type of Fluid used c. Concentration The total fluid used in litres should be noted on the voyage report. For remote de-icing the above procedure is not possible. Here the tech log and DAR form should be completed as much as possible. The service provider will not be in a position to sign the DAR form and the tech log yellow copy will be incomplete. However, the forms should be signed by the captain and given to the service provider. During the remote de-icing the crew will be in VHF comms with the de-icing crew. Once the Post Treatment check has been completed the service provider will give their name, which should be written in the signature box, and the total fluid used. They will then sign their copy of the DAR certifying that the Post Treatment check has been completed. Ryanair audits the de-icing facilities at all our destinations. If during line operations you come across a deficiency in de-icing equipment or service it is imperative that you include this in the voyage report and submit a CREWDOCK query. Only in this way can we ensure that all our destinations have the equipment and service that we need. 8.9

Aircraft Hi-Jack or Unlawful Interference

This section should be read in conjunction with the SEP 15.5 and FCOM Part A 10.1.5 A hijack (aka unlawful interference, special emergency) may occur at any time. If the flight deck door is locked, on no account are the pilots to open the flight deck door until the unlawful interference/hijack situation is resolved. This may be very stressful, depending on what is happening in the aircraft cabin. Select DEADBOLT KEY INOPERABLE on the flight deck door or assure electrical power to keep the flight deck door locked. It is the Ryanair policy that the safety of the passengers and crew should always come first. Hence the primary object is: “The safe release of all passengers and crew”.

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There are 5 potential categories of Hijacker: 1. Criminals - Armed and determined. 2. Mentally Unbalanced - Manic depressives and unpredictable which makes them extremely dangerous. 3. Refugees - Escapees from repressive regimes. They invariable value the lives of others as well as their own. 4. Terrorists - Well armed, organised and trained. Their aim is normally political and depending on the fanaticism of the hijackers they will pursue the hijack until their aim is achieved or the aircraft stormed. Bear in mind that the terrorists may be actively assisted by the state that they wish to route to. 5. Political Hijackers - Not normally terrorist orientated. Their main desire is to make a statement, usually on a current political situation in a particular country. The cabin crew’s actions in the event of a Hijack situation are detailed in the Ryanair SEP manual section 15. In brief they will:     

Try to warn the flight deck over the aircraft intercom with the words “A passenger demands to see the Captain”. Obey the hijacker’s orders and try not to antagonise them. Only one crewmember at a time will make an approach to the hijackers. Close the bars if possible. Not try to disarm the hijackers.

Set Transponder squak to 7500. As soon as possible inform ATC. It is essential to state to ATC “flight deck secure” when this is the case. Follow instructions as directed by State agency or ATC. Otherwise inform ATC of where you plan to land safely so that the situation can be resolved on the ground. Avoid violent aircraft maneuvers. However post 9/11 it is important to keep the flight deck door locked at all times. Commanders must use sound judgment to minimise the risk to passengers and crew and take whatever action is appropriate to achieve this goal. Once the Hijack situation has been resolved the authorities will treat all passengers and crew as possible hijackers until you are verified as a crew member.

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Turbulence Penetration

Refer to FCOM Vol 1 SP 16.20 for turbulence penetration procedures. The maximum degree of turbulence encountered at the pilot’s station during certification flight tests was evaluated as moderate. Flight through severe turbulence should be avoided, if possible. When flying at 30,000 feet or higher, it is not advisable to avoid a turbulent area by climbing over it unless it is obvious that it can be overflown well in the clear. For turbulence of the same intensity, greater buffet margins are achieved by flying the recommended speeds at reduced altitudes. Advise the passengers to fasten their seat belts prior to entering areas of reported or anticipated turbulence. Instruct the flight attendants to check that all passengers’ seat belts are fastened. If encountering severe turbulence you must fly at an altitude (Flight Level) that provides 1.5g protection. FCOM Vol 1 PI 11.1 shows a table for working out what that altitude (Flight level) would be for the actual aircraft weight.

8.11

Refueling Supervisor

Full details of RFS responsibilities applicable to all stations are set out in OM Part A 8.2.1.2 As soon as practicable when you are PM, (checklist completion, techlog completion), please ensure you take the headset provided, leave the aircraft, establish comms via the aircraft communications system, do the walkaround and complete the RFS activities required. It is important for the F/O to know the actions required to evacuate the aircraft should the Captain command this when they are acting as the refueling supervisor. 73

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Refueling supervisor (RFS) procedures: 

 



With passengers on board the fuel hose may be connected to the aircraft but fuelling must not commence until the RFS has attached the headset to the aircraft and made contact with the flight deck Fuelling may continue while the RFS completes the walk around Fuelling is considered to be complete when the fuel tanker operator has stopped pumping fuel and given the RFS the thumbs up. This will prompt the RFS to inform the flight deck that fuelling is complete. Once the flight deck has been informed that refuelling is complete the RFS will disconnect the headset and collect the fuel receipt from the fuel tanker operator.

If a refueller begins refueling without the captain’s permission then an SAIR must be completed raising this safety issue on completion of their duty. Note in Spain and Italy the RFS must remain on the headset throughout the refueling process while passengers are embarking or disembarking. When uploading a large quantity of fuel and the PM is engaged in the role of refueling supervisor it is imperative that checklists etc. are not subsequently rushed in order to meet the departure schedule. The checklist is essential to the safety of the departure and it should be completed in a professional manner. Any subsequent delay should be accepted and noted as 62, with a CSR stating that the RFS function caused the delay. When a flight crew member is required to operate the refueling panel and full wings (3900kgs) of fuel is required the following recommendations apply to prevent a fuel spillage: The refueling should be stopped at 3850kgs to allow the fuel quantity indication to settle and after 10 seconds recommence fuelling until: a) Fuel quantity indication digits begin to flash (when capacity is exceeded) or b) Fuel valve open light goes OFF (refuelling valve switch is OPEN and related tank is full / Fuelling valve switch is closed)

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Ships Library

OM Part A 8.1.2 contains a list of the documents to be carried on board the aircraft Certain documents, manuals and information are required by law to be carried on board an aircraft for flight at all times. These are listed in this section of OM Part A. In addition, other Company documents will also normally be carried on board a flight. It is the responsibility of the Captain to ensure that these documents are carried. Please refer to this section of OM part A for the list of all documents to be carried onboard the aircraft. 8.13

CFIT Awareness

KORA

Terrain Awareness is a Major Part of Aviation Safety. As pilots we need to be Aware of the Threat of CFIT during line operations in order to: • •

Ensure the Safety of your Flight. Maintain Terrain Awareness.

The following Statistics should re-enforce the Threat of CFIT: Map Location of CFIT Accidents and Incidents:

The red Maltese crosses are Accident sites and the clear circles are Incident sites. It is evident from the diagram above that the vast majority of accidents occur on the extended center line of the runway. Therefore the crews demonstrated good Lateral Situational Awareness (SA) but poor Vertical SA. This can be seen in the following diagram: 75

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Vertical Profile of CFIT Accidents and Incidents:

The standard 3 degree vertical profile is easily seen in the shaded line in the diagram. The solid profiles indicate the vertical profiles of the accident aircraft. Note that: 1. They are in excess of 1,000’/min ROD. 2. Many seem stabilised but crash prior to the runway. All of the above showed a lack of Vertical SA. Ryanair SOPs are designed to prevent this type of situation: • • • • • •

The 10nm Rule. The Landing Gate. The Monitored Approach. The Double Briefing. “Five Hundred” Call on Approach. Go-Around “No Blame Policy”.

The Flight Safety Foundation also noted the following in relation to CFIT accidents/incidents.    

‘The Threat during Non-Precision Approaches is FIVE times greater than the risk during Precision Approaches. “The Captain was the PF during 74% of these approaches.” Hence the Ryanair Monitored Approach profile. “The Threat in the absence of Terminal Approach radar is THREE times greater than when it is available.” “The Threat if you brief in descent is THREE times greater.”

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In Ryanair we use the concept of Threat and Error Management to mitigate against CFIT. In other words, anticipating the threat and managing it in order to prevent the error is the safest course of action. Although we operate in an often challenging operational environment, our awareness of the associated threats and adherence to our SOPs allow us to operate safely. Every student’s line training file includes a “Memorandum from the Board of Directors” addressing High Energy Approaches (HEAs). To our knowledge, this is the first time that an airline’s board of management have written to pilots informing them of the “No Blame Policy for Go-Arounds” concept and how they wish their aircraft operated. The following needs to be highlighted: In order to face disciplinary procedures you will need to: a. b. c. d.

Pass the 500’ landing gate unstabilised AND Be incorrectly configured for landing or at excessive speed AND Cause an EGPWS hard warning AND Land

No professional pilot should engage in this type of operation. 8.14

Level Busts

KORA

We are as exposed to level busts as any other airline and while our statistical data is far better than the average, it is still a cause for concern within Ryanair. The following Threats associated with level busts: 1. 2.

TCAS R/A. Mid Air collision.

We have robust SOPs in Ryanair designed to avoid the Threat of level busts. Good Situational Awareness is also important in avoiding a level bust situation. Below are Ryanair’s level bust SOPs:        

Sterile Cockpit. Sterile Communications. Change of frequency procedures and awareness of FIR boundaries. PM Off Airways frequency discouraged. Altitude awareness including V/S restrictions approaching cleared altitudes and flight levels MCP ALT Selection – Confirmation Bias. PF “Set” – PM “XXXX Check”. SID Stop & MAA Awareness. 77

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Line Training Student Notes   

Crewdock Query for Callsign Confusion. Correct Callsign in RTE Page 1 – Mode S. EGPWS “2500” “TERRAIN NOTED” (Check for terrain display activated)

Ryanair’s causal factors are similar to other airlines: In our operation the following have being recognised as the main Threats:     

SID: CLB/CRZ/DES: FIR : CLB/CRZ/DES: Approach :

Wrong MCP ALTs Wrong Aircraft Wrong Frequency Wrong MCP ALTs Wrong MAA ALTs

CAUSAL FACTORS

UNKNOWN Language/accent Complexity of ATC transmission Transmit / record incomplete information Mode S issues Mis-perceive auditory information Inadequate Mentoring Documentation - TOI / SI CRM issues Controller/Pilot under training Incorrect decision / plan Poor sector co-ordination Documentation - charts Failure to follow ATC instruction Responded to TCAS/GPWS Aircraft technical problem Not Hear Altimeter setting error Similar confusable call signs Incorrect pilot readback by correct aircraft Mis-Hear Failed to follow cleared SID Poor manual handling Pilot readback by incorrect aircraft Correct pilot readback followed by incorrect action

NATS Other

0

2

4

6

8

10

12

14

16

18

20

The above chart highlights that even with correct read back from the pilot the wrong ALT/FL is selected in the MCP. Therefore it is important to follow the RYR level bust SOP’s when setting a new level in the MCP.

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Visual Approaches

Use the guidance in FCOM VOL1 NP21.66, SOP Manual 8.8 and OM part A 8.3.0.3.5 Visual Approaches are an essential part of Ryanair’s Operation. OM Part A 8.3.0.3.5 now stipulates Ryanair procedures for conducting a Visual Approach. Complete the Visual Approach element of Line Training as soon as possible. Discuss the Threats when conducting a visual approach: 1. 2. 3. 4. 5. 6.

Un-briefed Visual Approach. High Energy Approach from joining finals too early Offset Procedural Approach No Procedural Approach Terrain/Aerials etc PAPI Angle

Remember always respect an EPGWS Warning. You must maintain visual contact with the runway throughout the approach. Self-manoeuvring night time visual approaches are prohibited but you can: 1. Be radar Vectored for a Visual Approach. 2. Self-Manoeuvre to join a Visual Approach above the MSA. 3. Conduct a Circling Approach. Remember: 1. 2. 3. 4. 5. 6.

Maintain a good LOOK OUT. Use any FMC approach procedure available for the landing Runway. Use all relevant NAV Aids for the landing Runway. Use the Automatics to Reduce the Workload. DALTA and Double Brief must be completed. If the possibility of a Visual Approach exists, complete the Double Briefing so you are in a position to accept the visual approach if cleared by ATC 7. Baro Minimums should be set to Airport Elevation plus 500’ and should coincide with the EPGWS 500’ Call. 8. Baro Mins are a High Energy Prevention Tool 9. RX LNAV/VNAV guidance is only as good as the FMC data. 10. Leave VNAV engaged as long as possible and use the Decel Points. 11. Students must complete a Visual Approach during line training. As an inexperienced F/O (less than 500 hours) you cannot conduct visual approaches

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Benefits of VNAV

In Ryanair VNAV Path is the default pitch mode for all phases of flight from Flaps Up. Other pitch modes may be used where appropriate (CDA) but crews should always endeavour to return to VNAV. Why use VNAV. VNAV gives: • • • •

Speed and Altitude protection in CLB – CRZ – DESC. Flight Safety Accident Task Force recommended Constant Angle NonPrecision Approaches. Ryanair’s NPA using VNAV complies with this recommendation. VNAV was implemented in Ryanair in May 2008

From the above graph you can see the main benefit of VNAV since its introduction in Ryanair has been in reducing the amount of high speed events (HEA).

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Board of Management Memo

LTSN Revision 3 22-SEP-14 KORA

At this stage it is appropriate to discuss the “Memorandum from the Board of Directors”. This is available in every student’s training file. To our knowledge, this is the first time that an airline’s board of management have written to pilots informing them of the “No Blame Policy for Go-Arounds” concept and mandating what should be the natural decision that a professional pilot exercising good

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airmanship would make in a high energy approach situation. Highlight the following to your students:     

High energy approaches should be prevented long before the 500ft “gate” PM must prepare for the 500ft call from the “1000” auto callout PM must advocate their judgement on the approach at 500ft PF must respect that judgement and comply with PM’s call Pilots must be go-around minded during all approaches

In order to face disciplinary procedures you will need to: 1. 2. 3. 4. 5.

Ignore a 500’ G/A call AND Break the 500’ landing gate AND Be incorrectly configured for landing or at excessive speed AND Cause an EGPWS hard warning AND Land

No professional pilot should find themselves in a situation where any of the above Threats are encountered. 8.18

Go-Around

A difficult manoeuvre that may have last been carried out by the crew at their Recurrent Sim session 6 months previously. It is therefore essential that the mechanics of the G/A, up to flap retraction, are briefed on each pilot’s first approach of the day. To prevent late flap retraction and possible flap exceedences, the “Roll Mode” call at approx 400’ RA shall include flaps 5. The call should therefore be “LNAV/HDG SEL flaps 5.” The PM will select the roll mode and move his/her hand to the flap lever. Obviously the flap lever must not be moved until the aircraft is in a position to select flaps 5 i.e. speed at the white bug with an increasing speed trend vector. After 400’ RA the PM should keep their hand on the flap lever in order to ensure a timely flap retraction. “Tune Radios for missed approach” to ensure raw data backup of the Go Around profile. The PF should make clear and timely calls during the G/A and you should keep both hands on the control column until the” Flaps Up” call is made. Remember that Ryanair has a “No Blame Policy” for G/As. The “500 Continue or G/A” call is the point at which the PM must advocate their position if they are unhappy with the approach.

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Bomb/Sabotage/Threat

This section should be read in conjunction with the SEP manual 15.6 and the OM Part A section 10. All threats must be taken seriously. However, all airlines periodically receive sabotage or bomb threats that usually turn out to be false. Bomb threats may come either in written form or over the telephone. All written threats will be dealt with by a trained company threat assessor. In the case of a telephone warning there are five key questions that must be asked:  WHERE is the bomb?  WHEN will it go off?  WHAT type of bomb is it?  WHO are you?  WHY are you doing this? A bomb warning report should be used to record the answers to all the questions and any characteristics of the call should be noted:  Voice, accent, speech, manner and background noise.  Try and note the answers word for word.  Any code words used. Bomb Warning Assessment  Red: Specific action must be taken. Likely to involve a danger to people or commercial activities.  Amber: May involve danger but there is doubt as to the credibility or effectiveness of existing countermeasures.  Green: Not a specific threat. No matter what the assessment, the emergency services must be informed. Searching the aircraft on the Ground  PA.  Disembark all passengers. Leave hand luggage on-board.  If cabin crew are available they should search the aircraft interior. Ramp staff should inspect the hold and outside the aircraft.  If you find something, do not touch it and clear the area immediately.  If the all clear is given then a baggage ID should be completed before re-boarding the aircraft and another headcount carried out. Reference should be made to the SEP and the Security manual for specific PA’s that are required from the captain. 84

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The best people to search an area are those who work there. When parked on stand the aircraft should not be moved and:  The No1 given a NITS drill.  ATC and ground crew informed.  Engines shut down but electrical power maintained.  PA.  Passengers disembarked. The nature of the disembarkation will depend on the information received and the airport facilities. When taxiing:  Proceed to a designated area as instructed by ATC.  Give the No1 a NITS drill.  ATC and ground crew, if available, informed.  Engines shut down but electrical power maintained.  PA.  If time available use the airstairs and any mobile steps to disembark the passengers. If not plan an evacuation using slides. Inflight:  Switch on cabin lights.  Declare an emergency.  Squawk 7700.  Plan to land at the nearest suitable airfield. Liaise with ATC to select an appropriate airfield and inform them of any dangerous goods onboard.  Inform Ryanair ops through whatever means and request guidance.  Check facilities at destination airfield, mobile steps etc.  Give the No1 a NITS drill.  Descend as soon as possible. MSA permitting and depressurise the aircraft.  Depressurise the aircraft.  Do not climb.  PA.  Instruct the cabin crew to carry out a sterile search if appropriate, (SEP manual 15.6.5). If the cabin crew find a suspicious object then they will try and move the passengers away from the area. If the captain deems it necessary to move the object then the “safe bomb location” is the R2 door. The only reason to move the object is minimise any damage caused by the device exploding. The R2 door has been selected by the aircraft 85

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manufactures as the best position to minimise damage in the immediate vicinity. The cabin crew have been trained to prepare the “safe bomb location” and also on the best method to move the device. (SEP manual 15.6.7). If the suspicious object is to remain where it is then the cabin crew will prepare the area as above. Refer to Ops Part A 10.1.1 Actions to be taken by the Commander in the event of Inflight Bomb Warning 8.21

Loss of Communication

An understanding of the general principles of Loss of Communications is essential for any professional pilot. If a Loss of Communications scenario occurs, there is rarely sufficient time for crews to find the relevant information required for a successful initial reaction to the emergency. Crews will certainly be able, and are required, to check the specific guidance for the airspace that they are operating in. However, a thorough knowledge of the general principles is essential Review Operations Manual Part C / Flight Supplement Booklet > COM > Radio Communication Failure Procedures. 8.22

TCAS TRAFFIC AVOIDANCE

KORA

Objectives:  Understanding and recognition of TCAS Symbols on ND and PFD displays  Understanding of the recovery actions in accordance with QRH MAN Traffic Avoidance  Recognition and correct reaction to RA trapezoid command  Smooth handling, effective recovery to normal flight when clear of conflict  Correct R/T communications with ATC. Background Information: TCAS equipment interrogates the transponders of other airplanes to determine their range, bearing, and altitude. A traffic advisory (TA) is generated when the other airplane is approximately 40 seconds from the point of closest approach. If the other airplane continues to close, a resolution advisory (RA) is generated when the other airplane is approximately 25 seconds from the point of closest approach. The RA provides aural warning and guidance as well as maneuver guidance to maintain or increase separation from the traffic.

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(White) Other Traffic - is beyond the six mile and 1200 feet vertical criteria. (White) Proximate Traffic - within six miles and 1200 feet vertically. (Amber) TA Traffic Advisory – Lookout / Increase Scale. (Red) RA

Resolution advisory

These symbols are displayed only when the EFIS control panel traffic (TFC) switch is selected on. Refer to Chapter 15, Warning Systems. The arrow indicates traffic climbing or descending at a rate >= 500 fpm. At rates < 500 fpm, the arrow is not displayed. The number and associated signs indicate altitude of traffic in hundreds of feet relative to the airplane. The number is below the traffic symbol when the traffic is below, and above the traffic symbol when the traffic is above the airplane. Absence of the number implies altitude unknown.

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Traffic Alert and Collision Avoidance System Pitch Command (red) The area(s) inside the red lines indicate(s) the pitch region(s) to avoid in order to resolve the traffic conflict. The airplane symbol must be outside the TCAS pitch command area(s) to ensure traffic avoidance. Refer to Chapter 15, Warning Systems. TCAS ATC Communications (Ref Ops Man Part A Ch 8) ATC shall be advised of the TCAS commanded manoeuvres with the call “TCAS RA”. After the ‘Clear of Conflict’ Resolution Advisory aural callout is received and a return to the previous ATC clearance or instruction is initiated, ATC shall be advised using the phrase “Clear of Conflict, Returning to (assigned clearance)”. If an ATC clearance or instruction contradictory to the TCAS RA is received, the Flight Crew shall follow the RA and inform ATC directly: “Unable, TCAS RA”. TCAS cannot issue any RAs against aircraft which do not report their altitude. As a result the TCAS safety net is disabled. Pilots therefore shall NOT turn off altitude reporting unless so instructed by ATC after it has been established that the reported altitudes are incorrect. The corrective action must: 1. Never be in a sense opposite to that indicated by the RA. 2. Be in the correct sense indicated by the RA even if this is in conflict with the vertical element of an ATC instruction. 3. Be the minimum possible to comply with the RA indication. Prescribed TCAS/ACAS ATC communications are specified as follows: Callsign +:   

"TCAS RA". "unable TCAS RA". "clear of conflict, returning to (assigned clearance)".

A SAIR shall be filed for all TCAS RAs. 8.23

Weather Radar

Weather radar can show precipitation in clouds and by relating the strength of the return signal received can show thunderstorm activity. Airborne weather radar equipment is utilised onboard by flight crew members to provide information with reference to the aircraft flight path and is provided for avoidance of thunderstorms and not for penetration of areas of storm activity. Negligently penetrating a red zone on a line check is a FAIL item.

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The commander shall have Weather radar selected for take-off, climb, cruise and descent/approach in IMC and at night. When the Captain is using the plan mode to brief the PM should have W/X selected when appropriate Permission should be requested from ATC to detour around thunderstorm activity, preferably to upwind side rather than the downwind side. Avoid as early as possible, a 10 degree deviation 100Nm away will cause less disruption than a bigger lateral deviation closer to the storm. If the thunderstorm activity appears to be exceptionally severe and there is no apparent path through or around the storm area/line then consideration should be given to diverting the flight. Because storm cells build and dissipate rapidly, flying between two close echoes within the same storm area must not be attempted. Recommended avoidance distances from storm cell are given in OM Part A 8.3.8.1.4 but it should be noted that airborne radar can and should be backed up where possible by visual sighting. The type of radar fitted to the Ryanair fleet of Boeing 737-800s is the Bendix RDR – 4A/B and it operates in the C band frequency. Each aircraft is fitted with one weather radar and the Minimum Equipment List (MEL) classes it as a Category C item (10 days to repair). The number required for dispatch is zero provided the airplane is not operated at night or in instrument meteorological conditions in areas of where thunderstorm or other potentially hazardous weather conditions, detectable with the weather radar system may be expected to exist along the route (MEL 34 Navigation 15 page 34-2 & DDPG 34-15 & JAR OPS 1 Subpart K 1.670). Detection The weather radar system detects and locates various types of precipitation bearing clouds along the flight path of the aeroplane and gives the pilot a visual indication in colour of the clouds intensity. The radar antenna sweeps a forward arc of 180 degrees. Weather radar detects droplets of precipitation size. The strength of the return signal (echo) depends on drop size and number. NB. The greater the water concentration, the stronger the echo. Drop size determines echo intensity to a much greater extent than number of drops. Hailstones usually are covered with a film of water and therefore act as large water droplets giving the strongest of all echoes. Water concentration is greatest within the updrafts and downdrafts of a thunderstorm cell which thus shows up as an area of higher echo intensity. The reflectivity of a Thunderstorm greatly depends on what vertical segment of the storm you are scanning. At higher levels the cloud would contain mainly Ice Crystals with poor radar reflectivity and the displayed return would greatly under estimate the severity of the storm. This also means that the cloud will appear less intense as you get closer to it unless the radar TILT is adjusted downwards. This is because the closer you get to the cloud the higher the segment that you are actually scanning. These weather radar returns will be displayed in MAP, MAP CTR, VOR and APP. The radar returns are presented in four colours representing different levels of precipitation or reflectivity: 89

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MAGENTA Turbulence horizontal flow precipitation with velocities of 5 or more metres per second RED

Most intense area high density precipitation

AMBER

Less intensity low density precipitation

GREEN

Lowest intensity light precipitation

The most intense contouring echo should be considered as severe thunderstorms which by inference have the potential to contain severe turbulence. Hazardous turbulence may extend as much as 20 miles from the echo edge. Range and Tilt Initially and periodically select the longest range to detect thunderstorm activity as far ahead as possible and allow timely circumnavigation around large storm areas or frontal lines of storms. Inform ATC as early as you can so they can and request your deviation. Echo returns from a long distance ahead particularly if they are seen to contour at these distances are indicative of severe storms. Shorter ranges are selected to get a better larger scale picture of individual storm and cell activity on the radar screen. The return signal suffers less attenuation at medium and shorter ranges so that storm activity not visible on the radar at the longest ranges may well show up as the aircraft gets closer to them. Use the antenna tilt function to identify the strongest echoes. Interpret this in the context of the aircraft altitude and phase of flight, whether in the climb out, cruise and descent or intended descent. Adjust the tilt to assess whether the cell top is above or below the aircraft. This will obviously determine what evasive action must be taken. Remember the cloud tops will normally exceed the height which gives a return echo. The main returns from an active CB can be found between 10000ft to 25000ft so adjust your tilt to scan this area when at a higher level. You need to scan DOWN to detect thunderstorms at high level. When avoiding use a lower scale on the Captains side to navigate around the CB, and a higher range scale on the F/O’s side to see past the current CB to avoid flying into another CB.

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Where echoes are returned for clouds and cells at high altitude, the potential for turbulence and hail should be considered as greater than an echo of similar intensity at lower altitude. This is because of the generally lower liquid water content at higher altitudes and an increasing conversion of water vapor into dry ice crystals. Strong high altitude echoes must therefore be avoided because of the potential severity of such cells. Treat all high altitude TS as severe regardless of radar return. Tilt Control Rotate clockwise – antenna tilts up to selected degrees above horizon max 15°. Rotate counter clockwise – antenna tilts down to selected degrees below the horizon max -15°. Take off & Landings: Climb:

Below FL100 +4⁰ to +5° tilt

Above FL 100 the tilt should be reduced by 1⁰, every 10,000ft. The tilt is controlled by the aircraft Inertial Referencing Unit with reference to the horizon and not the axis of the a/c, therefore the FPV will give a good indication of what tilt to be used.

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Cruise Altitudes:

FL100 – FL350 0° or slightly down until a small amount of ground return appears. Generally the tilt should be adjusted so that ground returns are barely visible at the outer edge of the screen.

Cruise Altitudes:

Above FL350 -1° to - 3° tilt.

Descent:

Increase the Tilt up by approximately one (1) degree per 10,000ft of descent down to 15000ft. After the aircraft has descended through 15000 feet, the weather radar should be tilted up at an increased rate of approximately one (1) degree per 5000ft in order to reduce ground returns. The weather radar should be at approximately +4⁰ to +5⁰ tilt for final approach and landing. Use the Range as necessary to scan the arrival route during the descent, and the go around routing when on finals.

Overall adjust the tilt to paint the weather on your Nav Display. Weather radar will also show ground returns which can confuse the picture on the screen. These should be screened out by careful adjustment of the tilt control which will vary with change in aircraft altitude. While the radar antenna is stabilised in pitch, the radar picture is affected while the aircraft is turning. Weather radar echoes do not differentiate between heavy rain precipitation and hail and although echoes which have “scalloped' edges or “hooked” fingers are reported to be indicative of hail this does require skilled interpretation and reinforces the need to adopt a conservative approach with avoidance distances. For further guidance refer to OM Part A 8.3.8.1.4, FCOM Vol 2 Chapter 11 and the weather radar course on Moodle 8.24

SAFA Inspection

A Safety Assessment of Foreign Aircraft (SAFA inspection) can occur during any turnaround and it is imperative that this is managed correctly and that it does not interfere with the punctuality of the operation. Each participating state chooses which aircraft to inspect randomly. The SAFA inspection is designed to accommodate operator standard turnaround procedures and is not allowed to delay the turnaround process. Commanders are reminded to always default to boarding even when a SAFA or any other agency inspection is being carried out. A checklist of 54 inspection items is used during a SAFA inspection. It is SAFA policy not to delay an aircraft except for safety reasons. Therefore, as the time between arrival and departure (turnaround time) may not be sufficient to go through the full checklist, not all 54 items may be inspected. Check items may include: 92

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Pilots Licences Manuals that should be carried Safety equipment in the cockpit and cabin Cargo carried in the aircraft Technical condition of the aircraft

The inspections carried out by participating states follow a common procedure and the results are stored in a centralised SAFA database with EASA. A non-compliance found during an inspection is called a finding. There are 3 categories of findings: 1. Category 1 Minor deviation:  Minor deviations are reported to the PIC 2. Category 2 Significant deviation  1 or more significant deviations. These are reported to the PIC, Ryanair and the IAA. 3. Category 3 Major deviation  Where a non-compliance has a major safety impact, the flight crew are expected to rectify the deficiency or impose MEL/DDPG restrictions before the aircraft departs To prevent unnecessary delays the SAFA inspectors should be told the following when they present themselves to the Captain: 1. The schedule departure time is ______ 2. It is Ryanair policy to depart early when possible 3. I will notify the SAFA team by PA when I estimate there is 5 minutes to actual departure time, which may be earlier than the scheduled departure time 4. Please leave the aircraft on receipt of the ATD -5 PA to ensure no delay is attributed to the SAFA inspection. The Captain must: 1. Ask “Is this a SAFA inspection”, if not establish and record nature of the inspection. 2. Establish the inspectors name and number 3. Ask “Are there any level 1, 2 or 3 findings?” 4. Call Ops DUB if you disagree with inspector. 5. Ask for a copy of the report. 6. File a CSR at Base stating type of inspection. 93

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7. If there is a technical finding, ensure Ryanair engineering and/or MAINTROL is advised of the finding before departure. 8. A flight deck surveillance finding will be a CAT 1 or CAT 2 finding depending on their NAA conducting the SAFA inspection 9. Do not accept a non-compliance finding with RFS requirements if the hose is connected but fuelling is not commenced. Refuelling has only commenced when pressure is in the hose and fuel is flowing 10. The SAFA report shall be faxed to 0035318121383, and a CSR shall be filed on completion of duty. Place the SAFA report in the flight envelope. It is unacceptable that routine SAFA inspections delay our operation.

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Appendix

9.1

Nutrition:

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Importance: Food acts as fuel, powering performance and function of all bodily systems. A proper diet will ensure correct energy levels and help maintain correct body weight. Eating and drinking correctly reduces tiredness and improves concentration and alertness. Calorie Requirements: A calorie is a unit of energy and is required for the body to function. The body burns/requires calories just to conduct basic functions, keep organs working etc. An average man needs around 2,500 calories per day to maintain his weight. For an average woman, that figure is around 2,000 calories per day. These values can vary depending on age and levels of physical activity. New theory suggests that calories should be consumed throughout the day rather than at 3 set meal times. Up to 5 smaller meals are recommended or 3 main meals with two snack times in between. Hydration: This is just as important as eating correctly. Recommended intake is at least 2 litres of fluids a day. This will have to be more if operating in hot conditions or undertaking regular exercise. Dry atmosphere of flight decks mean more fluid should be consumed. Not drinking enough can lead to headaches, dizziness, nausea, muscle weakness, dry mouth. Coffee doesn’t count! It’s a diuretic (promotes formation of urine in kidneys) hence helping dehydration. Nutrition and operating: Plan your diet! The goal is to try and achieve a well-balanced diet in all parts of life as well as on flying days. Plan ahead! Especially before early shifts. Ensure that you have a good breakfast and enough good quality foods for the day.        

Don’t rely on purchasing the food for the day in the airport early in the morning! Make sure you have breakfast containing some form of carbohydrate! Try to keep eating regularly throughout the day. Make use of quiet periods during the cruise to eat whilst in a calm and relaxed period. (Eating food rushed or on the go affects the digestive system and can reduce the ability to collect the required nutrients and energy) Drink throughout the day. During the early part of the day have slow energy release foods. Make sure flight duties are assigned so that each crew member has time to eat and drink throughout the day. On a busy day with short sectors this will need to be carefully planned as crew opportunities to eat and drink will need to be considered and allocated.

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Basic Flying Rules:

General Manipulation of the modern swept wing jet requires application of these Basic Rules to remain within the boundaries of safety and proficiency: Basic Rule Number 1: Attitude + Thrust (N1) = Performance Basic Rule Number 2: During T/O and when de-crabbing on LDG - Rudder for C/L, wings level with ailerons Basic Rule Number 3: Control airspeed with thrust with fixed flight path Example:  ILS Approach  Landing Approach  Holding Pattern Basic Rule Number 4: Control airspeed with pitch with variable flight path. Example:  Climb  Descent, with idle thrust

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NOTES:

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