Another first time Instrument Rating pass

Another ‘first time’ Instrument Rating pass for Harry Manley. Thanks to Euro Flight at Lee on Solent and Air Safety Matters Ltd.

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thank you 2022


thank you inside 2022

Ryanair Assessment

Hi David,

Hope you are well.

I had my assessment with Ryanair in Dublin last week and I'm pleased to say I was successful. I should be starting the Type Rating in February.

Thank you for helping me get my IR and MEP sorted so quickly and for your encouragement too.

I'll just leave some notes below about what the assessment consisted of for your interest, but also feel free to pass it on to anyone you meet who has an assessment coming up.

The assessment consists of an interview (technical and HR) and a simulator assessment at Ryanair's HQ in Dublin. The dress code appeared to be a suit (which they also mentioned in a presentation they gave about recruitment at L3).

My interview was very quick (about 15 minutes). For the technical questions, I was asked some questions about the 737 and my MCC course:

  • What failures did you have on MCC?
  • What's the difference between an engine flameout vs severe damage? What indications would you get?
  • Do you remember the fire drill memory items?
  • How many extinguisher bottles are there and where are they located?

Most of the feedback from previous candidates said that the technical questions were more generic (e.g. Meteorology, principles of flight, performance etc) so it was unusual that I was just asked specific type questions. So it may depend on who you get interviewing you on the day.

For the HR part of the interview I was asked:

  • Tell me about your last work experience (he had my CV in front of him)
  • Did you have any difficulties doing the job?
  • Why is the 737 8200 a game-changer for Ryanair? What are some of the differences between it and the 737 NG?
  • Did you do any sim prep for today?
  • Why do we use SOPs?
  • What makes a good captain?
  • If you're successful, when can you start?

(As well as your CV, you also have to bring a flight school report and at least two references with you to the assessment. There were only 4 candidates being assessed that morning, so I'd imagine they read your report, references, and CV before they interview each candidate.)

For the simulator assessment, you are given a PDF in advance with the profiles they want you to follow (calls, thrust settings, speeds, flap retraction/extension schedules etc). Then on the day, they pair you up with another candidate and you're given at least 20 mins to brief each other. You take turns as PF and PM (about 1hr each).

I believe we were given the POL 4T SID out of Liverpool. The stop altitude was 4000 but they cleared us to climb to 5 or 6000 feet (to make the level off a bit easier). The departure is flown manually with flight directors on. They expect you to do RT throughout the flight, but not to bother actually changing the frequency on the radio. The assessor will also do the checklists for you, but the PF has to call for them.

After you level off you're then given some GH to do but with the flight directors off, including turns, acceleration and deceleration, steep turns, climbs, descent at 800 fpm. They also asked the PM at certain points to say what QDM or radial we were on from the beacon, and what hold entry you'd do if you entered the hold.

We were then given an emergency situation to deal with. On the first flight, the cabin crew called us and informed us that the floor at the back of the aircraft was getting very hot. On the second flight, we had a passenger who said he had a bomb, and would detonate it unless we flew him to Egypt.

After we had discussed the emergencies, we were both given vectors for the ILS back at Liverpool, again manually with the flight directors off (although it sounded like the other two candidates that day did a procedural approach with their assessor). They also gave us a fictional NOTAM that the missed approach procedure that day was simply straight ahead to 3000 (instead of what was on the plate).

And that was everything! You don't get any feedback on the day, nor did I get any when they emailed me to say I was successful.

Anyway, hopefully that's useful to know. Do let me know if you have any questions about it.

All the best,



Air Safety Natters and FTA visits the AAIB in Farnborough

Air Safety Natters and FTA visits the AAIB in Farnborough.

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Latest Flight Instructor Course Students

Air Safety Matters, in conjunction with FTA Shoreham, welcomes its latest Flight Instructor Course students, Nick and Adi.

Flight Instructor Course students




thank you so much for making the last 2/3 months an absolute pleasure. You're an inspiration and an incredible fountain of knowledge that we were lucky to be in the presence of. Your witty banter kept morale high throughout a demanding course and your exacting standards have developed three (potentially!) highly capable flight instructors. For this we will forever be grateful. Once again, thank you!

Kindest regards, Karim, Charlie and Teddy


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Flying Time Aviation

Air Safety Matters has just been commissioned to teach its third flight instructor course at Shoreham airport with Flying Time Aviation. Attached are photographs of the recent graduates from these courses.

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Understanding the Rules Surrounding the SOLI Process - v8

Version 8

In all of the following, ‘SOLI’ is used to indicate the process laid out in Part FCL.015 whereby an EASA licence holder can change their ‘State Of Licence Issue’, which involves having their medical records transferred from one EASA state to another. Many holders of UK-issued EASA licences have embarked on this process since the Brexit referendum, with numbers increasing once it was announced that the UK would be leaving EASA. Until the end of the Brexit transition period, holding a non-UK EASA licence had little impact on a person’s privileges to fly, teach and examine in the UK. The following paragraphs attempt to lay of the various privileges lost or gained since the end of the transition period as a result of the SOLI process.

UK Licenced Instructors/Examiners who have not SOLI’d to an EASA Licence

…may continue to exercise the privileges of their licence for UK licence holders only. They may not offer flight training or examining for EASA courses (unless they have express permission from the EASA member state or obtained an FCL 900c or 1000c approval). From 1st January, 2021 such instructors and examiners may not teach or examine on EASA courses. From 1st January, 2021, UK issued examiner certificates and instructor qualifications are no longer accepted in the EU to conduct skills tests/proficiency checks or assessments of competence for the issue, revalidation or renewal of EASA Part FCL licences, ratings or certificates.

UK Licenced Instructors/Examiners who hold a UK FCL Licence and have obtained an EASA FCL 900c/1000c approval from a Member State

…may continue to teach and examine UK licence holders in accordance with their UK FCL certificates. They may also teach and examine EASA licence holders under the direction of an EASA approved ATO in the UK. Any instruction and the examining conducted at a facility or using the equipment which is not EASA approved, or conducted within an EU member State will not be accepted as part of an application for the issue, revalidation or renewal of an EASA Part FCL licence, rating or certificate. Revalidation of the 900c/1000c qualifications will be under the direction of the EASA member state which has issued them. Pilots holding these approvals may only use them in a ‘third’ country and at an EASA approved ATO.

Ex UK Instructors/Examiners who SOLI’d out and received their licence prior to 31st December, 2020 and who do not currently hold a UK Part FCL Licence.

…may continue to instruct/examine UK licence holders in accordance with the privileges of their EASA licence until the next expiry date of their certificates (instructor, examiner and medical) or until 2 years has elapsed, whichever comes first, in accordance with the UK Withdrawal Act Transitional Arrangements. Subject to the Examiner and Instructor qualification having been issued by the UK CAA prior to 31st December, 2020.

Instructors/Examiners holding an instructor or examiner qualification issued by any EASA member state prior to December 31st 2020.

…will be able to continue instructing or examining, undertaking skill tests, Proficiency Checks and/or assessments of Competence for UK Part FCL licence holders, until the next expiry date of their certificates (instructor, examiner and medical) or until 2 years has elapsed, whichever comes first.

Ex UK Pilots who SOLI’d out and whose EASA licence is dated after the 31st December, 2020.

ORS4 E5248 allows pilots who started the SOLI process before 1st January, 2021, but who received an EASA licence dated after 31st December, 2020, to continue to operate G-registered aircraft without holding a UK FCL licence until 31st December, 2021. If pilots wish to continue to operate a G-registered aircraft, they must apply for a UK FCL licence when these become available.

Ex UK Instructors/Examiners who SOLI’d out and whose EASA licence is dated after the 31st December, 2020.

Whilst ORS4 E5248 allows pilots to operate a G-registered aircraft and to instruct or examine for the issue/revalidation/renewal of an EASA licence/rating/certificate in accordance with the privileges of their EASA licence in such an aircraft, it does not allow these pilots to instruct or examine for the issue/revalidation/renewal of a UK Part FCL licence/rating/certificate.

At the point of relinquishing the UK licence and receiving the EASA licence, the right to instruct/examine on UK Part FCL courses is forfeit. This right may be reinstated subject to application to the UK CAA after 1st April for the reinstatement of the UK Part FCL licence. Therefore, following the loss of the previously held UK-issued EASA Part FCL licence, training/testing for UK licences is not allowable until the instructor/examiner regains a UK Part FCL licence.

NB: To gain a UK Part FCL licence if your EASA licence is dated after 31st December, 2020 would normally require a resit of all the appropriate examinations, undertake the appropriate flight training and pass the associated tests. This is the Process that applies to ICAO licence holders and will also apply to initial EASA licences issued (ab initio) after 1st January, 2021.

However, this requirement will not apply to UK Licence holders who SOLI’d out where the process was not completed before 1st January, 2021.

Important Notes:

1. Pilots may continue to operate on their existing UK EASA licence until they have completed the SOLI process. There are some differences between EASA authorities with regard to what is considered to be the completion of the SOLI change.

For example, the IAA require you to send your UK EASA licence and medical certificate to them before they will send you an IAA EASA licence and medical certificate. Other authorities may issue their EASA licence and medical certificate, and then require you to return your UK EASA licence and medical certificate to them subsequently.

However, whatever the process, the initial issue date written on a pilot’s non-UK EASA licence determines the privileges they now have, or have lost, with respect to instructing/examining UK Part FCL pilots.

2. As a result of strident comment from the flight training industry, the UK CAA is reconsidering its position regarding SOLI’d licences issued after 31st December, 2020. It is hoped that these licence holders may be granted the same, or similar, privileges as those who completed the SOLI process before 1st January, 2021. However, this is subject to legal consideration and is by no means a foregone conclusion.


Spinning the Zlin over Oxfordshire

Training with Easyjet complete and now on line!

Easyjet trainees 2

Two pictures of the 737 Max cockpit. Are these the important switches?

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Flight in Huesca

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