easyJet Interview Prep Pack 2026

Decision Depends on Phase: Before V1 or After V1 — If a bird strike occurs before V1 and I detect a significant impact — engine surge, loss of thrust indications on ECAM, abnormal vibration, or visible damage — my decision is to reject the takeoff: thrust levers to idle, reverse thrust, maximum braking, and stop the aircraft on the remaining runway. Below V1, rejecting is almost always safer than continuing with a potentially damaged engine. After V1, I am committed to fly. I maintain V2, wings level, follow the SID or execute the engine-out procedure, and once safely climbing, I run the ECAM actions with my colleague. I would declare Mayday, request vectors for an immediate return, and brief the cabin crew for a potential evacuation. At easyJet, where operations include airports like Nice, Innsbruck, and Funchal with challenging terrain, the engine-out departure procedure is critical knowledge — I would have briefed the engine-failure contingency before takeoff.

During Takeoff (After V1) — If a bird strike occurs after V1, the takeoff continues regardless of the impact — there is insufficient runway remaining to stop. After becoming airborne, the crew assesses the damage: engine parameters (any N1/N2 drop, EGT rise, vibration?), airframe (any unusual handling, pressurisation issues?), and systems (any ECAM warnings?). If an engine has ingested birds and is damaged or failed, the crew follows the engine failure after V1 procedure: maintain V2, follow the engine-out departure, and manage the ECAM. If the engine continues to run but with reduced performance, close monitoring is required — delayed engine damage from bird ingestion can cause failure minutes after the initial strike.

During Approach — A bird strike on approach is particularly challenging because the crew is already in a high-workload, low-altitude phase. The immediate priority is maintaining aircraft control and flight path. If an engine is affected (surge, flame-out, vibration), the crew must decide: continue the approach and land (if the runway is in sight and the aircraft is stabilised) or go around (if the approach is not stabilised or the engine damage makes continued approach unsafe). The decision depends on altitude, speed, configuration, and the severity of the damage. A bird strike that causes a dual engine failure on approach is extremely rare but would require an immediate forced landing — the A320's APU can be started in-flight for electrical and hydraulic backup.

Post-Strike Actions — After landing safely: (1) Taxi clear of the runway carefully (landing gear damage from bird strike is possible). (2) Shut down the affected engine if still running with abnormal parameters. (3) Declare the incident to ATC and request emergency services if needed. (4) Complete the tech log entry and arrange an engineering inspection before the aircraft flies again — bird strike damage to engines, leading edges, radome, pitot probes, and windshield must be assessed against AMM limits. (5) File an Air Safety Report and a bird strike report (contributing to the airport's wildlife management programme).

easyJet Operational Context — Bird strikes are a regular occurrence across easyJet's European network — particularly at coastal airports (Nice, Faro, Lisbon), airports near water bodies (Amsterdam, Geneva), and during seasonal migration periods (spring and autumn). easyJet crews are trained to manage bird strike scenarios during recurrent simulation, with emphasis on engine ingestion during critical phases. The A320's CFM56 and LEAP-1A engines are certified to withstand ingestion of a 4-lb bird (medium-sized) without catastrophic failure — but larger birds or flocks can exceed this certification limit. Pilots who operate regularly from bird-prone airports incorporate bird activity into their TEM briefings: 'Threat: significant bird activity reported on final for runway 27, likely from the nearby salt marshes. Countermeasure: lights on, heightened awareness on short final, prepared for go-around if bird activity intensifies.'

Immediate Actions (Memory Items) — An engine failure in flight triggers immediate crew actions depending on the phase of flight. If during takeoff (after V1): continue the takeoff, maintain V2, follow the SID/engine-out procedure. If during cruise or approach: the priority sequence is Aviate (maintain aircraft control — the A320 in Normal Law will automatically compensate for asymmetric thrust to a degree), Navigate (maintain the intended flight path or adjust for the engine-out scenario), Communicate (declare PAN PAN or MAYDAY depending on severity and inform ATC of the situation). The PF maintains aircraft control while the PM manages the ECAM procedure.

ECAM Procedure Management — The A320's ECAM system will display the engine failure and guide the crew through the associated procedure. Typical steps include: confirming which engine has failed (N1/N2 indications, EGT, fuel flow — verify the correct engine before taking any action), managing the thrust lever for the failed engine (to idle if still windmilling, or cutoff if a shutdown is required), confirming engine fire status (if ECAM indicates fire → memory item: Engine Fire procedure, which includes the engine fire pushbutton and agent discharge), and managing the consequential system effects (loss of one hydraulic system, loss of one generator, potential bleed air reconfiguration). The PM reads each ECAM action, the PF confirms before execution — no action is taken without crew coordination.

Single-Engine Flight Management — The A320 flies well on one engine — the fly-by-wire system compensates for the asymmetric thrust, and the remaining engine at MCT (Maximum Continuous Thrust) provides adequate performance for level flight and descent at most altitudes. However, the crew must manage: drift-down to a lower cruise altitude if current altitude is above single-engine service ceiling, reduced climb performance (affecting obstacle clearance on departure or missed approach), increased fuel burn on the operating engine, and the need to plan for a single-engine approach and landing. The approach must be briefed with engine-out considerations: potentially higher approach speed, reduced go-around performance, and the need for the runway to accommodate the increased landing distance.

Diversion Decision — Following an engine failure, the crew must decide: continue to destination or divert. Factors include: distance to destination vs nearest suitable airport, weather at both, runway length and emergency services availability, fuel state on one engine, and passenger/crew welfare. easyJet's SOPs and the ECAM STATUS page will indicate any landing distance increase or approach limitations. In easyJet's European network, suitable diversion airports are usually within 30–60 minutes of single-engine flight from any point on the route — the short-haul network provides a natural safety net of nearby alternates.

easyJet Training Context — Engine failure is the most practised non-normal scenario in easyJet's recurrent simulator training. Pilots train for engine failure at all phases: during takeoff roll (before V1 — reject; after V1 — continue), after takeoff (maintain V2, follow engine-out SID), during cruise (drift-down, diversion decision), and during approach (single-engine ILS, single-engine go-around). The emphasis is on systematic ECAM management, clear crew communication, and calm decision-making. easyJet's assessors during the simulator assessment will evaluate how you handle an engine failure — not whether you panic, but whether you follow the procedure systematically and make sound decisions.

The Six Values — easyJet's core values are Safety, Simplicity, One Team, Integrity, Passion, and Pioneering. These are not just wall posters — they are the competency framework against which every candidate is assessed during the interview and group exercise. Understanding how each value translates into cockpit behaviour is essential.

Safety — Safety is easyJet's first value for a reason. In the cockpit, I demonstrate this through thorough pre-flight preparation, adherence to SOPs, proactive threat identification using TEM methodology, and never accepting commercial pressure to compromise safety margins. If conditions are not right — weather below minima, fatigue impacting performance, a technical defect that is not clearly acceptable — the flight does not go. easyJet's own history reinforces this: the 2006 G-EZAC incident, where a major electrical failure nearly caused a mid-air collision, led to significant safety improvements across the fleet.

Simplicity and One Team — Simplicity means eliminating unnecessary complexity from operations — standardised callouts, clean cockpit procedures, efficient turnarounds. One Team means the FO and Captain operate as equals in safety responsibility. On a busy 5-sector day at easyJet, where turnarounds can be as short as 25 minutes, tight coordination between flight crew, cabin crew, and ground handling is not optional — it is survival. I demonstrate One Team by briefing cabin crew on anticipated turbulence, supporting ground staff during tight turnarounds, and treating every crew member's input as valuable.

Integrity and Passion — Integrity means being honest about your limitations. If I am unsure about a NOTAM, I ask. If I am fatigued, I report it under easyJet's fatigue risk management system. Passion is visible in continuous improvement — staying current on A320 system updates, studying new approach procedures for unfamiliar airports, and taking feedback from line checks as development opportunities rather than criticism.

Pioneering — Pioneering means finding new ways to be profitable while making travel easy. As a pilot, this translates into fuel-efficient flying — optimised descent profiles (easyJet's fleet-wide DPO rollout saves 600 tonnes of CO2 annually), appropriate cost-index usage, and supporting the airline's sustainability goals. easyJet is investing in hydrogen propulsion with Rolls-Royce and exploring SAF adoption — I want to be part of an airline that is actively shaping the future rather than just complying with regulation.

Define the Value First — Start by showing you understand what One Team means at easyJet specifically, not just generic teamwork. At easyJet, One Team means the entire operation — pilots, cabin crew, ground handling, engineering, dispatch — works as a single unit focused on safe, on-time performance. It means a First Officer who helps the cabin crew with a boarding problem is demonstrating One Team, not just a pilot who cooperates with their Captain. easyJet explicitly values pilots who see beyond the flight deck and understand that their decisions affect every part of the operation. Frame this in 15 seconds or less.

STAR Example — Choose an example where you worked collaboratively across roles or departments, not just within your immediate team. Strong examples for a pilot candidate: coordinating with cabin crew and ground handling during a tight turnaround to achieve on-time departure; supporting a fellow trainee who was struggling during flight school by organising group study sessions; working with engineers to troubleshoot a recurrent technical issue by providing detailed pilot reports; or managing a disrupted operation where you communicated proactively with dispatch, cabin crew, and passengers to minimise the impact. The key is showing that your actions benefited the team's outcome, not just your own performance.

Demonstrate the Behaviour, Not Just the Outcome — One Team is a behaviour, not a result. Show what you specifically did that was collaborative: 'I asked the cabin crew senior for her assessment before making my decision' (inclusion), 'I briefed the ground handler personally rather than relying on the system message' (proactive communication), 'I stayed late to help the next crew prepare for a complex departure' (going beyond your role). Assessors are looking for evidence that collaboration is your default operating mode, not something you only do when required.

Connect Back to easyJet — Close with a brief statement linking your example to easyJet's operations: 'At easyJet, where crews change frequently and turnarounds are tight, I think One Team is especially important because you have to build effective working relationships quickly with people you may not have flown with before. My approach is to brief thoroughly, communicate openly, and always ask rather than assume.' This shows you understand the specific operational context, not just the abstract value.

Briefing Package Structure — Before each sector, easyJet pilots receive an Operational Flight Plan (OFP) containing: route details, fuel calculations, weather reports (METARs and TAFs for departure, destination, and alternate), NOTAMs for all relevant aerodromes and en-route facilities, aircraft technical status, and any operational messages from dispatch. On a multi-sector day, the briefing package may cover all sectors, but each sector should be reviewed individually before departure. easyJet uses electronic flight bags (EFBs) — typically iPad-based — for briefing material, charts, and performance calculations. The EFB does not replace the pilot's responsibility to critically assess the information.

NOTAM Review — NOTAMs should be reviewed systematically: departure aerodrome first (runway status, taxiway closures, approach aid outages, restricted areas), then en-route (airspace restrictions, military activity, GPS interference areas), then destination and alternate. For easyJet's European short-haul network, common NOTAM items include: runway works at busy airports, temporary navigation aid outages (ILS downgrade or RNAV restrictions), crane activity near airports, drone activity zones, and seasonal restrictions (noise abatement at Geneva, curfew at Zurich). The critical skill is filtering — a typical sector might have 40+ NOTAMs, and most are routine. Focus on items that affect your planned approach, alternate strategy, or require a change to the briefed procedure. Flag any NOTAM that removes your planned approach capability (for example, ILS glideslope unserviceable at destination in poor weather — you may need to brief an alternative approach or change your alternate).

Weather Assessment — Review the destination TAF and METAR in the context of your planned approach: is the ceiling above your approach minima? Is the visibility sufficient? Is the crosswind within limits for the reported runway? Check the wind at altitude for your planned cruise level — headwind or tailwind affects fuel burn and may change your optimum cruise altitude. For easyJet's network, particular weather considerations include: winter operations at alpine airports (icing, turbulence, reduced braking action), summer thunderstorm activity across the Mediterranean, fog at UK airports (Gatwick, Luton, Bristol), and strong mistral or tramontane winds at southern French destinations. Cross-check the TAF against the METAR — if they diverge significantly, the weather may be changing faster than forecast.

Operational Decision-Making — The briefing review culminates in operational decisions: Is the fuel sufficient with the current weather and NOTAMs? Do I need to request additional fuel (for weather at destination, NOTAM restrictions, or a different alternate)? Is the aircraft technically capable of the planned approach (MEL items that restrict capability)? Are there any FTL considerations — will this sector plus the remaining duty put the crew near their limits? At easyJet, these decisions are made collaboratively between Captain and First Officer during the pre-flight briefing. As a First Officer, your role is to review the briefing package independently and raise any concerns: 'Captain, I noticed the ILS at destination is downgraded to LOC only, and the TAF shows 300-foot cloud base — should we consider adding fuel for a diversion?' This demonstrates the monitoring and communication skills easyJet values.