Ryanair Pilot Interview Questions 2026

The Graduated Response — Assert, Advocate, Challenge — My approach follows a graduated escalation. First, I assert — I point out the deviation factually: 'Captain, the SOP calls for Flap 40 on this landing, I see we're configured for Flap 30.' No judgement, just a factual observation. Most SOP deviations are unintentional, and a clear assertion resolves 90% of cases. If the Captain acknowledges and corrects, the system worked. If they dismiss it, I move to advocacy: 'Captain, I'm concerned because the landing distance calculation was based on Flap 40 — with Flap 30 we may not have sufficient margin on this runway length.' I am now explaining why it matters. If the Captain still refuses, I challenge: 'Captain, I'm not comfortable continuing with this configuration. I believe we need to go around and reconfigure.' At Ryanair, where the Captain and First Officer may have never flown together before (95+ bases, 40 countries), this graduated approach is essential — you cannot rely on established rapport.

SOP deviations rarely come from malice. Causes include: fatigue (Ryanair crews fly up to 900 hours annually), complacency (experienced Captains may develop shortcuts after thousands of sectors), distraction (communication overload, personal stress), or genuine disagreement with the SOP (rare but possible). Understanding the 'why' helps you calibrate your response. A fatigued Captain who misses a checklist item needs a gentle 'Did we complete the approach checklist?' — not an aggressive confrontation. A Captain who deliberately skips a required procedure needs a firmer response.

When to Take Control — In extreme cases — the Captain is incapacitated, clearly impaired, or taking the aircraft into an unsafe situation and refusing to listen — the First Officer must take control. 'I have control' followed by a go-around or level-off, then a PAN PAN or MAYDAY as appropriate. This is exceptionally rare but you must be prepared to do it. You would prioritise the safety of 197 passengers over avoiding an awkward cockpit confrontation.

The Classic Follow-Up Scenario — PPRuNe candidates report this question is asked at virtually every Ryanair assessment, sometimes phrased as: 'What if your Captain says at cruise altitude, if not visual at DA, I'll land anyway because I'm tired?' The correct answer: 'I would acknowledge the Captain's fatigue, suggest we review the approach conditions closer to the time, and if at DA we are not visual, I would call go-around per SOP. I would not compromise the stabilised approach criteria regardless of the Captain's preference.' Ryanair's CRM training explicitly teaches this graduated response model — First Officers are expected and encouraged to speak up.

Assess the Indication Before Reacting — I would not immediately assume the worst, but I would not ignore it either. A single hydraulic system low pressure indication could be a genuine system failure, a transient fluctuation, or a faulty sensor. My first action: note which system is affected (the B737 has two independent hydraulic systems — A and B, both operating at 3,000 PSI), note the time and flight phase, and check for secondary indications. Is the quantity decreasing? Are there any associated system losses (flight controls, gear, brakes, spoilers)? If the indication is transient — appears briefly and then returns to normal — I would continue to monitor closely while briefing the Captain on what I observed. If the indication persists or is accompanied by secondary failures, I would follow the QRH procedure for hydraulic system low pressure, declare the appropriate urgency level to ATC, and plan for landing at the nearest suitable airport. On the B737 at Ryanair, a System A failure affects more flight controls than System B, so the specific system matters for my decision-making.

B737 Hydraulic Architecture and Degradation — the B737 has two primary systems (A and B, both 3,000 PSI) plus a standby system. System A: engine-driven pump on engine 1 + electric pump. System B: engine-driven pump on engine 2 + electric pump. Standby: backup for rudder, leading edge devices, and thrust reverser. Loss of a single system does not mean loss of flight control. System A failure: loss of some flight control hydraulic power, NWS limited to standby, ground spoilers affected on one side, thrust reverser on engine 1. System B failure: loss of some flight control power, autopilot B, leading edge devices transfer to standby, thrust reverser on engine 2.

Run the Appropriate Checklist — reference the QRH non-normal checklist for HYDRAULIC SYSTEM LOW PRESSURE. The checklist will guide you through: confirming the failure, checking associated systems, switching electric pumps as appropriate, and assessing what capabilities are lost. At Ryanair, QRH discipline is strictly enforced — do not attempt to troubleshoot from memory when you have a published procedure. The PM reads the checklist, the PF flies the aircraft.

Decision: Continue or Return — with the aircraft flyable on one hydraulic system, the decision depends on: distance to destination (30 minutes is close), weather at destination versus departure, airport facilities (runway length, emergency services), and whether the situation is stable or deteriorating. If the indication is stable and one system is confirmed failed with the other operating normally, continuing to a destination 30 minutes away is often a reasonable decision — provided the approach and landing are planned for the degraded configuration. However, if there is any sign of a second system degrading, return immediately.

Plan the Approach — with the aircraft flyable on one system, brief for a precautionary approach: reduced braking, asymmetric thrust reverser, longer landing distance. Contact Ryanair OCC via ACARS for maintenance guidance. Brief cabin crew for a possible abnormal landing. Configure early — late configuration changes on one hydraulic system increase workload.

Crew Oxygen System — the flight crew has a dedicated gaseous oxygen system stored in a high-pressure cylinder (typically 1,800 PSI when fully charged) located in the forward electronics bay area. Each pilot has a quick-donning smoke goggle/mask combination accessible within 5 seconds from the stowed position (this 5-second requirement is an EASA mandate). The masks provide 100% oxygen and switch to positive-pressure delivery above a defined cabin altitude to prevent ambient air leaking past the mask seal at high altitude.

Crew Oxygen Duration and Preflight — the crew supply is designed for extended use (several hours depending on flow rate and altitude) — critically different from passenger oxygen. The crew must be able to fly, execute an emergency descent from cruise, divert, and land while breathing from the system. Preflight check at Ryanair: verify pressure on cockpit gauge (minimum dispatch around 1,200 PSI per MEL), test the mask — don it, verify oxygen flow and microphone, confirm it stows properly and deploys within 5 seconds. Below minimum pressure, the aircraft does not depart.

Passenger Oxygen System — chemical oxygen generators located above each seat row in the Passenger Service Units (PSU). When cabin altitude exceeds approximately 14,000 feet, the PSU panels open automatically (or can be manually triggered from the cockpit) and masks drop down on lanyards. Passengers pull the mask toward their face — the pulling action initiates a chemical reaction (sodium chlorate compound) that generates oxygen through an exothermic process. The generators produce oxygen through chemical decomposition, not from a stored gas supply.

Passenger Oxygen Duration — approximately 12–22 minutes depending on the generator specification, number of masks per generator (typically 2–3 masks share one generator), and altitude. This is a FIXED, non-extendable duration — once activated, the chemical reaction cannot be stopped, paused, or extended. This design constraint drives the emergency descent timeline: the crew MUST descend below 10,000 feet (where ambient air is breathable) before passenger oxygen is exhausted. On the Ryanair B737, the emergency descent from FL370 to FL100 takes approximately 4–5 minutes — well within the passenger oxygen window, but the margin matters if you are over mountainous terrain with a higher safe altitude.

Key Differences and Operational Context — crew oxygen: gaseous, long duration, always available, 100% oxygen with positive pressure. Passenger oxygen: chemical, short duration (12–22 min), one-time activation, cannot be refilled in flight. This asymmetry is by design — the crew needs sustained oxygen throughout the emergency, passengers only need it for the minutes to reach breathable altitude. At Ryanair, with flights at FL370+ and frequent overwater sectors, rapid decompression is a trained emergency. The crew response — don masks within 5 seconds, initiate emergency descent, reach FL100 before passenger oxygen depletes — is practised in recurrent sim sessions every 6 months.

Contract and Employment — The AOC you are employed under determines your employment contract, tax jurisdiction, and social security contributions. Ryanair DAC pilots are employed under Irish law with Irish tax obligations. Malta Air pilots are employed under Maltese law — Malta has a favourable tax regime which can result in higher net pay for the same gross salary. Buzz pilots are employed under Polish law. Your AOC assignment is typically determined by your base location: Irish and UK bases → Ryanair DAC or Ryanair UK; Southern European bases (Italy, Spain, Portugal) → Malta Air; Central/Eastern European bases (Poland, Hungary, Romania) → Buzz. You cannot choose your AOC independently of your base.

Pay and Conditions — While Ryanair markets a unified pay structure across the group, practical differences exist. Base pay scales are broadly similar, but social security contributions, tax rates, and local employment law differences mean net take-home pay varies between AOCs for the same seniority level. Ryanair DAC pilots benefit from Irish employment protections and are covered by Irish BALPA/FORSA agreements. Malta Air pilots benefit from Malta's tax structure but may have different leave entitlements. Buzz pilots operate under Polish labour law which has different overtime, sick leave, and termination provisions. Understanding these differences demonstrates mature research beyond just the headline salary figure.

Base Flexibility and Transfers — Within the Ryanair Group, base transfers are possible but involve moving between AOCs — which means a new employment contract. If you are based in Bergamo under Malta Air and want to transfer to Dublin, you would move to a Ryanair DAC contract. Transfer availability depends on vacancies, seniority, and operational need. The group's scale (600+ aircraft, 90+ bases) means transfer opportunities exist, but they are not guaranteed. Some bases are highly competitive (Dublin, Stansted) while others have more availability. During the interview, if asked about base flexibility, demonstrate awareness that base assignment comes with an AOC assignment — this shows you understand the structure.

Career Progression — Command upgrade timing and process is broadly consistent across AOCs — Ryanair Group uses a standardised training syllabus and assessment process regardless of which AOC you belong to. However, command opportunities may arise faster at certain bases or AOCs depending on fleet growth and attrition. The group's 300 MAX 10 order (deliveries from 2027) will create significant demand for experienced FOs and new Captains across all AOCs. Lauda Europe is the exception within the group — it operates A320 family aircraft, so pilots there follow a different type rating path. If asked which AOC you prefer, answer honestly based on your base preference and acknowledge you understand the implications.

Ryanair's Cost Model and Pilots — Ryanair operates on the lowest unit cost of any major European airline (approximately €30 per passenger). Pilots contribute to this directly through operational fuel management. Key techniques include: single-engine taxi (using one engine during taxi to save approximately 50-80kg of fuel per sector), continuous descent approaches (reducing fuel burn and noise during arrival), optimal cruise altitude selection (climbing to the most fuel-efficient flight level for the sector length and weight), and accurate performance calculations that avoid carrying unnecessary fuel. Ryanair monitors fuel consumption per sector and provides crew with comparative data — your fuel efficiency is visible to the company.

Cost Index Explained — Cost Index (CI) is a number entered into the FMC that balances time-related costs against fuel costs. It ranges from 0 to 999 on the Boeing 737. CI 0 means 'minimum fuel burn' — the FMC computes the maximum range speed (approximately long-range cruise). CI 999 means 'minimum time' — the FMC computes maximum speed regardless of fuel consumption. In practice, Ryanair typically operates at a CI between 25 and 40, which is low compared to legacy carriers, reflecting the airline's priority on fuel economy over speed. A lower CI produces a slower cruise speed (perhaps Mach 0.74-0.76 versus Mach 0.78-0.80 at higher CI), saving significant fuel across thousands of daily sectors.

Practical Fuel-Saving Decisions — Beyond cost index, pilots make numerous fuel-conscious decisions each sector: requesting direct routing from ATC when possible (shorter track miles), selecting the optimum step-climb profile as fuel burns off and the aircraft becomes lighter, avoiding unnecessary holding fuel by accurate alternate and contingency planning, and timing the descent to minimise level flight at low altitudes. Ryanair also encourages reduced APU usage — using ground power and pre-conditioned air when available at stands. These individual decisions multiply across Ryanair's 3,000+ daily flights to produce substantial fleet-wide savings.

Interview Relevance — Ryanair interviewers expect candidates to understand that fuel efficiency is not optional — it is a core operational discipline. Demonstrating knowledge of cost index, single-engine taxi, and descent planning shows you understand how the LCC model works at the flight deck level. However, always frame fuel efficiency as secondary to safety: 'I would never compromise safety margins for fuel saving — but within safe operating parameters, I would always choose the most fuel-efficient option.' This balance is exactly what Ryanair wants to hear.