SOP Manual Rev 24 2 - Flattened

RYANAIR B737-800 SOP
STANDARD OPERATING
PROCEDURES
Prepared By:………………………………………………………………..Signature
Flight Operations Subject Matter Expert
Approved By:………………………………………………………………..Signature
Captain Andy O’Shea
Ryanair Deputy Chief Pilot - Head of Training
Issued By:…………………………………………………………..Signature
Captain Ray Conway
Ryanair Director of Flight Standards & Chief Pilot
Table of Contents Issue Number: 2

Revision Number: 3
Revision Date: 29 April 2014
STANDARD OPERATING Section 1
RYANAIR PROCEDURES
Issue 2, Revision 3
B737-800
1. ADMINISTRATION AND CONTROL
1 ADMINISTRATION AND CONTROL ........................................ 8
1.1 REVISION RECORD ........................................................ 8

1.2 REVISION HIGHLIGHTS................................................... 8
1.3 PREFACE................................................................... 12
2 INTRODUCTION .................................................................. 13
2.1 INTRODUCTION .......................................................... 16

2.1.1 General ......................................................... 16
2.1.2 Controls and Indications – Nomenclature .... 16
2.1.3 Normal Procedures < RYR > .......................... 16
2.1.4 Autopilot Flight Director System and Flight
Management System Monitoring < RYR > ..................... 18
2.1.5 FMC/CDU Operation < RYR > ........................ 19
2.1.6 Hand over of Control .................................... 19
2.1.7 Noise Reduction Headset Use < RYR > .......... 19
2.1.7.1 Noise Reduction Headset Use – Guidance .... 20
2.1.8 Panel Scan Diagram < RYR > ......................... 21
2.1.9 Pilot Flying and Pilot Not Flying Areas of
Responsibility < RYR > .................................................... 22
3 PREFLIGHT PROCEDURES .................................................... 23
3.1 FLIGHT DECK SAFETY INSPECTION AND PRELIMINARY FLIGHT DECK

PROCEDURE – PF < RYR >........................................................ 23
3.2 EXTERIOR INSPECTION – PILOT MONITORING <RYR> ....... 31
3.3 PREFLIGHT PROCEDURE – PILOT FLYING < RYR > ............. 39
3.4 PREFLIGHT PROCEDURE – PILOT MONITORING < RYR > .... 55
3.5 FINAL CDU PREFLIGHT PROCEDURE - FIRST OFFICER < RYR >59
3.5.1 Final CDU Pre-flight Procedure - Guidance ... 61
3.6 RIBETS - PILOT FLYING ............................................... 62
Page |1 B737-800 SOP-RYR(AS) 29 April 2014

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3.6.1 (R) ROUTE CHECK .......................................... 63

3.6.2 (I) Instrument Crosscheck - Pilot Flying < RYR >64
3.6.3 (B) Briefing .................................................... 65
3.6.4 (E) Initial Emergency Briefing - Captain and First
Officer < RYR >................................................................ 66
3.6.4.1 Initial Emergency Briefing - SOP ................... 67
3.6.5 (T) Taxi Briefing ............................................ 68
3.6.6 (S) SID ........................................................... 68
3.7 PUBLIC ANNOUNCEMENTS - PILOT FLYING AND PILOT MONITORING
< RYR > ……………………………………………………………………………69
3.7.1 Public Announcements (PA) - Guidance ....... 69
3.8 FINAL FLIGHT DECK PREPARATION - PILOT FLYING AND PILOT
MONITORING < RYR > ............................................................. 70
3.9 BEFORE START CHECKLIST ............................................ 71
3.10 ENGINE START PROCEDURE – PILOT FLYING AND PILOT
MONITORING <RYR> .............................................................. 73
3.10.1 Engine Start Procedure - SOP ....................... 74
3.10.2 Engine Start Procedure - Guidance ............... 75
3.11 BEFORE TAXI PROCEDURE – PILOT FLYING <RYR> ........... 76
3.11.1 Before Taxi Checklist – SOP .......................... 78
3.11.2 Before Taxi Procedure – Guidance................ 79
3.12 PUSHBACK OR TOW OUT PROCEDURE - CAPTAIN AND GROUND
CREWMAN < RYR > ................................................................ 80
3.12.1 Pushback or Tow-out Procedure - Guidance. 81
3.13 ATC CLEARANCE ........................................................ 81
3.13.1 ATC Clearance - Guidance............................. 82
3.13.2 ATC Clearance - SOP ..................................... 82
4 TAXI AND TAKEOFF ............................................................. 83
4.1 TAXI PROCEDURES - CAPTAIN < RYR > ........................... 83
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RYANAIR PROCEDURES
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B737-800
4.2 BEFORE TAKEOFF PROCEDURE - PILOT FLYING AND PILOT

MONITORING < RYR > ............................................................. 86
4.2.1 BEFORE TAKEOFF CHECKLIST - SOP .............. 89
4.2.2 Before Takeoff Checklist - Guidance ............. 91
4.3 TAKEOFF PROCEDURE - PILOT FLYING AND PILOT MONITORING <
RYR > ……………………………………………………………………………92
4.3.1 Takeoff Procedure – Pilot Flying and Pilot
Monitoring - SOP ............................................................ 93
4.3.2 Takeoff Procedure - PF and PM - Guidance .. 95
4.3.3 Takeoff Roll and Rotation - SOP ................... 95
4.3.4 Takeoff Roll and Rotation - Guidance ........... 96
4.3.5 Crosswind Takeoffs - Guidance ..................... 96
4.3.6 Tailstrike Prevention - Guidance ................... 97
4.3.7 FCTM Gusty Wind and Strong Crosswind Conditions
- Guidance ………………………………………………………………….100
4.3.8 Summary .................................................... 100
5 CLIMB ............................................................................... 101
5.1 AFTER TAKEOFF PROCEDURE - PF AND PM ................... 101

5.1.1 After Takeoff Procedure - SOP .................... 101
5.1.2 “Twenty Five Hundred” Callout – Departure, Climb
and Cruise …………………………………………………………………102
5.1.3 After Takeoff Procedure - PF and PM - Guidance
…………………………………………………………………103
5.2 AFTER TAKEOFF PROCEDURE - NADP 1 - PILOT FLYING AND PILOT
MONITORING < RYR > ........................................................... 104
5.3 AFTER TAKEOFF PROCEDURE - NADP 2- PILOT FLYING AND PILOT
MONITORING < RYR > ........................................................... 106
5.4 AFTER TAKEOFF CHECKLIST - SOP ............................... 108
5.5 TAKEOFF FLAP RETRACTION SPEED SCHEDULE < RYR > ... 109

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B737-800
5.6 ALTIMETRY SETTING PROCEDURES - PILOT FLYING AND PILOT

MONITORING < RYR > ........................................................... 110
5.7 CLIMB AND CRUISE PROCEDURE - PILOT FLYING AND PILOT
MONITORING < RYR > ........................................................... 112
5.8 FL100 AND “10 CHECKS” ......................................... 113
5.8.1 FL100 and “10 Checks” ............................... 113
5.8.1 FL100 and “10 Checks” - Guidance ............. 114
6 CRUISE .............................................................................. 115
6.1 ROUTE MODIFICATIONS < RYR > ................................ 115

6.2 R/T DISCIPLINE - SOP .............................................. 115
6.3 CLIMB AND CRUISE PROCEDURES - SOP ....................... 116
6.4 CRUISE PROCEDURES ................................................ 117
6.4.1 Cruise Procedures - SOP .............................. 117
6.4.2 Cruise Procedures - PF and PM - Guidance . 119
6.4.3 Climb, Cruise and Descent procedure - SOP 120
6.5 TCAS RA/LEVEL BUST AVOIDANCE < RYR > ................. 120
6.6 IMMEDIATE LEVEL OFF PROCEDURE ............................. 121
6.7 FUEL PROCEDURES < RYR > ....................................... 122
6.8 FUEL CROSSFEEDING PROCEDURE - PILOT FLYING < RYR >122
6.9 TRANSPONDER USE < RYR > ...................................... 123
6.10 USE OF SPEED BRAKES IN FLIGHT .................................. 123
7 DESCENT ........................................................................... 124
7.1 DESCENT PROCEDURE - PILOT FLYING AND PILOT MONITORING <

RYR > 124
7.1.1 Initial Descent Procedures (TOD – FL150) - SOP124
7.1.2 Initial Descent Procedures - PF and PM - Guidance
………………………………………………………………….129

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7.1.3 Descent Procedures FL150 and Below - SOP130

7.1.4 Below FL100 - SOP ...................................... 131
7.1.5 Below FL100 – Guidance ............................. 131
7.1.6 Below FL100 - Guidance ............................. 132
7.1.7 “Twenty Five Hundred” Callout – Descent and
Approach …………………………………………………………………133
8 APPROACH ....................................................................... 134
8.1 APPROACH PROCEDURE - PILOT FLYING AND PILOT MONITORING <

RYR > ………………………………………………………………………….134
8.2 STABILISED APPROACHES < RYR > ............................... 135
8.3 THE LANDING GATE < RYR > ..................................... 137
8.4 FLAP POLICY – GUIDANCE .......................................... 138
8.5 FLAP EXTENSION SCHEDULE < RYR > ........................... 141
8.6 EXTENDING THE CENTERLINE < RYR > .......................... 141
8.7 AUTOBRAKE, REVERSE THRUST AND FLAP - SOP ............ 141
8.8 VISUAL APPROACH < RYR > ....................................... 143
8.9 TIMED APPROACHES < RYR >..................................... 145
8.10 SURVEILLANCE RADAR APPROACHES, SRA <RYR> ......... 146
8.11 CDA APPROACHES – GUIDANCE ................................. 148
8.12 500 CONTINUE/500 GO-AROUND CALL < RYR >.......... 148
8.12.1 500 Continue/500 Go-Around Call - SOP .... 148
8.13 LANDING PROCEDURE AUTOLAND - PILOT FLYING AND PILOT
MONITORING < RYR > ........................................................... 150
8.14 LANDING PROCEDURE SINGLE CHANNEL OR MANUAL - PILOT FLYING
AND PILOT MONITORING < RYR >............................................ 152
8.14.1 ILS Approach - Guidance ............................. 154
8.15 LOW VISIBILITY APPROACHES - GUIDANCE .................... 155
8.16 NON PRECISION APPROACHES (NPA)........................... 156
8.17 INSTRUMENT APPROACHES USING VNAV <RYR> .......... 157

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B737-800
8.18 NON-PRECISION APPROACHES USING VNAV - GUIDANCE 160

8.19 CIRCLE TO LAND APPROACH - SOP .............................. 162
8.19.2 Circle to Land Go-Around - Guidance ......... 164
8.20 NON-PRECISION APPROACH USING VS - SOP ................ 165
9 GO-AROUND .................................................................... 166
9.1 GO–AROUND PROCEDURE DUAL CHANNEL - PILOT FLYING AND

PILOT MONITORING < RYR > .................................................. 167
9.2 GO–AROUND PROCEDURE SINGLE CHANNEL OR MANUAL - PILOT
FLYING AND PILOT MONITORING SOP < RYR > .......................... 168
9.3 GO –AROUND - GUIDANCE ........................................ 169
10 LANDING .......................................................................... 170
10.1 LANDING ROLLOUT PROCEDURE - PILOT FLYING AND PILOT

MONITORING < RYR > ........................................................... 171
10.2 RUNWAY VISUAL AND LANDING - GUIDANCE ................. 173
10.3 CROSSWIND LANDINGS - GUIDANCE ............................ 177
11 POST FLIGHT PROCEDURES ............................................... 178
11.1 TAXI IN PROCEDURE - PILOT FLYING AND PILOT MONITORING <

RYR > ………………………………………………………………………….178
11.2 SHUTDOWN PROCEDURE - PILOT FLYING < RYR > .......... 179
11.3 SECURE PROCEDURE - PILOT FLYING < RYR > ................ 182
11.4 TRANSIT SHUTDOWN PROCEDURE - PILOT FLYING < RYR >182
11.5 APU USE - GUIDANCE .............................................. 184

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B737-800
INTENTIONALLY BLANK

RYANAIR PROCEDURES
Issue 2, Revision 3
B737-800
1 ADMINISTRATION AND CONTROL
1.1 Revision Record

Issue Revision Date Issue Revision Date
Number Number Issued Number Number Issued
14th April
1 0
2009
1st April
1 1
2010
21st April
2 0
2011
15th June
2 1
2012
1st June
2 2
2013
29th April
2 3
2014
1.2 Revision Highlights
Flight Deck Safety Inspection and Preliminary Flight Deck

Procedure – PF <RYR>
 Re-instated the Mach/Airspeed Warning test in the Preliminary

Preflight Procedure – Captain or First Officer to ensure the system
is checked on a routine basis.
Preflight Procedure – PF < RYR >
 Revised for more clarity. Also, revised to apply pressure against

the seat whenever a seat is adjusted.

RYANAIR PROCEDURES
Issue 2, Revision 3
B737-800
Preflight Procedure – PM <RYR>

 Revised for more clarity. Also, revised to apply pressure against
the seat whenever a seat is adjusted.
Final Flight Deck Preparation – Pilot Flying and Pilot

Monitoring >RYR>
 Added requirement for the CSS to notify the flight crew that all
passengers are seated by pressing the 1 and ENT on the door entry
access panel and a requirement for the flight crew to use the INOP
No Smoking switch (AUTO) as a tactical reminder that the
passengers are seated.
 Added a note to remind flight crew not to commence push back

until advised by the CSS using the above procedure.
Taxi Procedures – Captain <RYR>

 Reduced the maximum ground speed to 5 knots on a slippery
surface.
Takeoff Roll and Rotation – SOP
 Changed the rotation rate to fall in line with FCOM and FCTM.
After Takeoff Procedure – NADP 1- Pilot Flying and Pilot

Monitoring <RYR>
 Added requirement for the PM to contact ATC as required after

passing 1500’ AAL and after verification of climb thrust.
 Added requirement for the PM to respond with “BUG UP” to the
“BUG UP” call from the PF.

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B737-800
After Takeoff Procedure – NADP 2- Pilot Flying and Pilot

Monitoring <RYR>
 Added requirement for the PM to respond with “BUG UP” to the

“BUG UP” call from the PF.
6.4.1 Cruise Procedures – SOP
 Deleted text for clarification
Descent Procedure – Pilot Flying and Pilot Monitoring <RYR>
 Added requirement for the PF to select PROGRESS page 4/4 when

cleared for the approach and the PM to select the APPROACH REF
page for flap setting confirmation prior to returning to the LEGS
page IAW FCI B 13.09
Approach Procedure – Pilot Flying and Pilot Monitoring

<RYR>
 Added requirement for the PF to select PROGRESS page 4/4 when

cleared for the approach and the PM to select the APPROACH REF
page for flap setting confirmation prior to returning to the LEGS
page IAW FCI B 13.09
 Added requirement for the PF to set the flap manoeuvre speed as
required after calling for flap extension IAW FCI B 12.10a
8.4 Flap Policy – Guidance
 Added a requirement for the PF to set the flap maneuver speed

after calling for flap extension, once the new maneuver speed has
appeared on the PFD IAW FCI B 12.10a
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B737-800
 Added a requirement for the PM to call flap position only when

the flap is indicating the required position with a green light.
Go-Around Procedure Dual Channel – Pilot Flying and Pilot

Monitoring <RYR>
 Revised to state 400 feet “radio altitude” for cross-model

standardisation.
Go-Around Procedure Single Channel – Pilot Flying and Pilot

Monitoring <RYR>
 Revised to state 400 feet “radio altitude” for cross-model

standardisation.
Landing Rollout Procedure – Pilot Flying and Pilot Monitoring

<RYR>
 Added text to fall in line with FCOM.

 Added requirement for the PM to verify that the forward thrust
levers are closed.
 Added requirement for the PM to specifically state reverser
status, “REVERSERS NORMAL”, “NO REVERSER ENGINE NUMBER
1”, “NO REVERSER ENGINE NUMBER 2” or “NO REVERSERS”.
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RYANAIR PROCEDURES
Issue 2, Revision 3
B737-800
1.3 Preface
A highlighted section header has an equivalent section in the FCOM volume
1, normal procedures chapter. Example:
3.1 Flight Deck Safety Inspection and Preliminary

Flight Deck Procedure – PF < RYR >

RYANAIR PROCEDURES
Issue 2, Revision 3
B737-800
2. INTRODUCTION
2 Introduction
The existence of a set of Ryanair SOPs is essential to the continued safe operation of the
fleet. Our SOPs provide a common language for individuals to use in our fast moving
operation, regardless of their background. They describe the skills and knowledge required
to complete a normal procedure, briefing or maneuver so that all the crewmembers can
contribute to a safe operation. SOPs should not be so complex that they are difficult to
follow. They should make sense to the pilot and help the crew move through their task
efficiently and safely. Equally, they must provide a means for the company to ensure that
regulations are complied with and repetitive errors are eradicated.
Each SOP, together with its associated Airmanship and Guidance, has been developed in
response to prompt and accurate feedback from the Ryanair Safety Management System
(SMS). The principal aspects of the SMS that are fundamental to this analysis of the task of
Line Flying and its operational context are:
1. The Management Evaluation Process (MEP). The Ryanair Quality System is fully
approved and regularly audited by the IAA and other visiting organizations. It
underpins the granting to the Ryanair TRTO by the IAA of a three year approval –
the first in Ireland to receive such an approval. Crew training and line operation is
frequently audited and the Accountable Manager and the Director of Safety, who
is a Board Member, demand that any Non Compliances, Corrective Actions or
Recommendations are cleared promptly by responsible managers. Compliance is
high with frequent TRTO audits returning no Corrective Actions and favorable
comment. The TRTO Auditor is vastly experienced and a former Chief Pilot of
British Airways.
2. OFDM. The Ryanair OFDM process has been in place since 2004. It was
groundbreaking in its use of wireless technology for the rapid and dependable
processing of captured data. The capture rate historically exceeds 98%. The Chief
Pilot is a Trustee of the OFDM process and as such is in a position to respond
rapidly to any latent or operational threat that is revealed. Responses to such
threats include procedural changes and changes to the training of flight and cabin
crew, as appropriate.
The Head of Training or his delegate is required to attend at the monthly OFDM
review meeting, chaired by the Chief Pilot. Attendance at these review meetings
facilitates detailed feedback from the Line Operation and the OFDM into the pilot

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B737-800
2. INTRODUCTION
and cabin crew training function. The affected training includes initial and
recurrent.
3. A Ryanair Training Management Pilot is required to attend at the weekly Safety

Alert Initial Report (SAIR) review meeting. This meeting is an integral part of
Ryanair’s SMS. The resulting analysis of the SAIRs allows training management to
detect apparent trends and weaknesses in the execution of current procedure.
Base Investigations (BI) into the more serious events first identified by an SAIR are
reviewed and an analysis of risk is conducted by the attendees. Action Items are
allocated and are minuted until completed. Training and procedural change
frequently result from BIs.
Ryanair Line Checking Procedures (Operations Manual Part D Section 3.1.4) closes the
Training, Proficiency, Checking loop in that the Line Check is structured around an objective
assessment of stated Safety Items and SOP Points.
This manual is a combination of the Boeing FCOM Volume 1 content and our own Standard
Operating Procedures. Airmanship and Guidance considerations are also provided.
The text may be displayed under 4 different headings as follows:
1) “Section Title” <RYR>

Text in a section titled such as this is identical to the equivalent section in FCOM Vol 1
issued on 1st June 2013. The text states the core task and procedure that relates to that
task.
2) “Title” - SOP
The SOP section will relate to the core task and procedure relevant to the section and
amplified with additional text designed to instruct the pilot more specifically through the
task. The SOP will specify how the relevant procedure, briefing or maneuver must be
completed in order to complete the task specified in the Section. An SOP will have the force
of an Instruction from the Chief Pilot. The contents of this section will be used during Line
and Simulator Checks to assess the pilot with regards to his compliance with company SOP.
3) Airmanship
(The Airmanship Section will be written in Italics to give it a distinct look in the SOP
document.)
Airmanship has been described as “Aviation Common Sense”. It is a concept which combines
a pilot’s professionalism, aviation knowledge, maturity and self-awareness in its definition.
It is the bedrock of a safe and efficient pilot.

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B737-800
2. INTRODUCTION
Standard Operating Procedures exist to enhance airmanship not to suppress it. SOPs promote
situational awareness and highlight threats, errors or omissions. If ever there is a conflict
between the SOP and good Airmanship then the pilot must resolve that conflict using good
judgment. Once any such conflict is resolved the default position should always be to revert
to SOP.
Good aviation common sense – Airmanship – will assist the pilot in knowing what the safe,
professional and common sense thing to do is in all operations and procedures. We believe
that these SOPs, developed over years and reflecting past experience, provide a Ryanair pilot
with a readymade safe, professional and common sense means of operating the aircraft.
The information in these sections is intended to:
 Anticipate threats associated with a particular phase of flight or procedure.

 Remind crews of the common sense element of the related procedure.
 To inform the pilot of matters related to the topic in a general sense. It will provide
an industry or company background or perspective to the related material.
 To present material that is not an SOP but is related to the Procedure. This allows
the SOP itself to be less complex.
Not all sections of the SOP Manual will have an Airmanship entry.
4) Guidance
The Guidance Section will contain the Ryanair preferred means of completing the SOP.
A pilot who uses the Guidance diligently will comply with the SOP and achieve its
objective. It will contain proven, compliant, professional and efficient means of
completing the SOP. Ryanair pilots are expected to use the Guidance when operating on
the Line and during all training and checking events.
Not all sections of the SOP Manual will have a Guidance entry. Guidance is shown in
text boxes.

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B737-800
2. INTRODUCTION
2.1 Introduction
2.1.1 General
This chapter contains Normal Procedures.
2.1.2 Controls and Indications – Nomenclature
Controls and indications appear in all UPPERCASE type to correspond to the words on the
control panel or display. For example, the following item has UPPERCASE words to match
what is found on the panel:
EQUIPMENT COOLING switches………………………………….......................................NORMAL
The word EQUIPMENT is spelled out, even though it is abbreviated on the panel.
The following appears in all lower case because there are no words identifying the panel
name.
Engine display control panel..........................................................................................Set
2.1.3 Normal Procedures < RYR >
Normal procedures are used by the trained flight crew to ensure airplane condition is
acceptable and that the flight deck is correctly configured for each phase of flight. These
procedures assume all systems are operating normally and automated features are fully
utilized.
Procedures are performed from recall and follow a panel flow. Checklists are used to verify
that critical items affecting safety have been accomplished. These procedures are designed
to minimize crew workload and are consistent with flight deck technology.
During accomplishment of procedures, it is the crew member’s responsibility to ensure

proper system response. If an improper indication is noted, first verify that the system
controls are properly positioned. Then, if necessary, check the appropriate circuit breaker(s),
and test related system light(s.)
Before engine start, individual system lights are used to verify system status. If an individual
system light is indicating an improper condition prior to engine start, determine if the
condition may affect dispatch and require maintenance action or enable dispatch in

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2. INTRODUCTION
consultation with Maintrol. If a condition prevents dispatch, Maintrol may be able to issue a
single event dispatch authorization in consultation with the engineering quality department.
After engine start, the MASTER CAUTION system, annunciator lights, and alerts are used as
the primary means to alert the crew to a non-normal system condition. Illumination of the
MASTER CAUTION and system annunciator lights requires accomplishment of the
appropriate non–normal procedure. Upon completion of the procedure and prior to takeoff,
the Dispatch Deviations Guide (DDG) or airline equivalent should be consulted to determine
if MEL relief is available. Once pushback has commenced, the aircraft is no longer
constrained by the MEL, however, the commander must exercise sound judgment in
deciding whether to continue.
Flight crew duties are organized in accordance with an area of responsibility concept. Each
crewmember is assigned a flight deck area where the crewmember initiates actions for
required procedures. The panel illustrations in this section describe each crewmember’s
area of responsibility for pre/post flight and phase of flight.
Pre/post flight duties and phase of flight duties are apportioned between the (PF) and the
(PM). A normal scan flow is encouraged; however, certain items may be handled in the most
logical sequence for existing conditions. Actions outside the crew member’s area of
responsibility are initiated at the direction of the captain. While taxiing, all system
configuration changes are carried out by the first officer at the direction of the captain.
General phase of flight responsibilities are as follows:
Pilot flying (PF):
 flight path and airspeed control

 airplane configuration
 navigation.
Pilot monitoring (PM):
 checklist reading and confirmation

 communications
 tasks requested by PF
 start levers and fire switches (with PF concurrence.)
Phase of flight duties, beginning with the Takeoff Procedure and ending with completion of
the Landing Roll Procedure, are presented in table form in the appropriate procedures
section.

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2. INTRODUCTION
The first officer, when flying the airplane, performs the duties listed under PF, and the
captain performs those duties listed under PM.
Note: Although the mode control panel is designated as the PF’s responsibility, the PM
should operate the controls on the mode control panel at the direction of the PF
when the airplane is being flown manually.
The captain retains final authority for all actions directed and performed.
2.1.4 Autopilot Flight Director System and Flight Management System

Monitoring < RYR >
When the autopilot, flight director, or autothrottles are in use and a MCP mode change is
selected, confirmation of the intended selection must be verified only by reference to the
flight mode annunciation display. Airplane course, vertical path, thrust and speed must
always be monitored.
In automatic flight , the PF shall confirm pilot MCP mode selection by calling out the MCP
selection only after the desired MCP change has been verified by the *Mode Highlight
Change Symbol on the FMA.MCP selections that do not generate a Mode Highlight Change
Symbol or CMD symbol must be also called out e.g. APP.
MCP selections, verified by reference to the Mode Highlight Change Symbol, shall be called
out except during the following phases of flight:
 Aircraft is on the ground before takeoff

 Aircraft is below 400 feet radio altitude
 During go-around until after gear has been selected up.
*The rectangle around each mode annunciation active for a period of 10 seconds after each
engagement.
In manual flight, all MCP mode selections will be called for by the PF and made by the PM.
The resulting MCP selections will be called by the PM. If a pilot fails to call out the MCP
selection after the desired MCP change has been verified by the *Mode Highlight Change
Symbol on the FMA the other pilot will make the call. There is no acknowledgement required
for MCP selection calls. These calls need not be responded to.

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2. INTRODUCTION
MCP altitude changes following an ATC instruction:
(1) ATC given instruction to change ALT/Level

(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.”
2.1.5 FMC/CDU Operation < RYR >
On the ground, before engine start, the control display unit (CDU) entries are normally
performed by the PF and verified by the PM. After start, the CDU entries are normally
accomplished by the PM and verified by the PF.
In flight, CDU entries are normally accomplished by the PM and verified by the PF prior to
execution. CDU entries should be accomplished prior to high workload periods such as
departure, arrival, or holding. During high workload periods, using the autopilot modes such
as heading select, level change, and the altitude and speed intervention features may be
more efficient than entering complex route modifications into the CDU. During climb and
descent, CDU entries in LNAV will be made by the PM. The PF will be responsible for all
changes to the vertical profile through the CDU.
2.1.6 Hand over of Control

The PF must clearly state the AFDS and A/T status by reading the FMA from left to right
before handing over controls.
Example, manual flight; “you have control, autopilot and autothrottle disengaged, LNAV,
VNAV, descending FL 100”
Example, autopilot and autothrottle engaged; “you have control, Command A, N1, LNAV,
VNAV, maintaining FL 370”
2.1.7 Noise Reduction Headset Use < RYR >
In the event that wearing of oxygen masks is necessary, with or without a headset, the ACP
PTT switch should be set to “I/C” to complete the checklist item “Crew
communications............Establish.”
The following procedure takes immediate effect on modified aircraft where one or both
pilots elects to wear both earphones, regardless of headset type:

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2. INTRODUCTION
 Both crewmembers shall select “I/C” on the ACP to ensure continuous two way
communication through the boom mikes
 Where possible, the control column PTT switch shall be used for transmissions to
ensure that the live mike element of the intercom is maintained
 If the ACP is used to transmit for any reason, the PTT switch shall be returned to
“I/C” as soon as the transmission is finished
 In the event that either ACP PTT switch does not latch in the “I/C” position, both
pilots shall wear their headsets in such a way that allows normal voice
communication to be easily heard and understood.
2.1.7.1 Noise Reduction Headset Use – Guidance
On the ground or in the air if crews elect to remove headsets for any reason, it is
desirable to monitor ATC using the speaker. Since the latched hot mike switch has the
side-effect of significantly suppressing speaker sound volume, it follows that the hot
mike switch should be selected OFF whenever headsets are not in use. Further, crew
members should be aware that removing a headset while hot mike is still ON may result
in nuisance noise and possible distraction. Headsets should normally be removed only
after engine shutdown and hot mike has been selected OFF.
Aircraft Headsets should be refitted as part of the process of leaving the cockpit ready
for the next crew.

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B737-800
2. INTRODUCTION
2.1.8 Panel Scan Diagram < RYR >

The diagram below describes each crew member’s area of responsibility and scan flow
pattern for each panel when the airplane is not moving under its own power.

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2. INTRODUCTION
2.1.9 Pilot Flying and Pilot Not Flying Areas of Responsibility < RYR >
The diagram below describes each crew member’s area of responsibility for each panel when
the airplane is moving under its own power.

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Issue 2, Revision 3
B737-800
3. PREFLIGHT PROCEDURES
Amplified Procedures
3 Preflight Procedures
3.1 Flight Deck Safety Inspection and Preliminary Flight Deck

Procedure – PF < RYR >
Airmanship
Good Airmanship dictates that a pilot will complete this procedure carefully and
diligently. The aircraft is potentially dangerous to any crewmember, service provider or
engineer until this procedure has been completed. Many lives, limbs and licenses have
been lost in and around an aircraft that had not been made Safe by a checklist and
procedure such as this.
Threats associated with this phase of the operation are:
 Ice, snow, frost, contamination on the ramp, steps and aircraft surfaces
 Ground Operations personnel working in and around the aircraft
 Engineering personnel working on the aircraft
 Aircraft configuration change resulting in injury to personnel
 Missed items in tech log
 Gear pins not removed
This list is not exhaustive and crews are expected to anticipate any threat that pertains
to their particular circumstances.
Perform the following checks prior to assuming normal crew positions.
Maintenance status...................................................................................................Check
Verify maintenance status is acceptable for flight and ensure agreement with
authorized dispatch deviations if required.
Flight deck access system switch .................................................................................OFF
Note: Refer to Supplementary Procedures, for a system test, as required.
BATTERY switch .............................................................................................................ON

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Guard – Down
EI-EBM through EI-EXF
Note: Do not move the airplane until ISFD alignment is complete
ELECTRIC HYDRAULIC PUMP switches..........................................................................OFF
LANDING GEAR lever .....................................................................................................DN
Six green landing gear indicator lights – Illuminated
Ship’s library .........................................................................................................Checked
Ship’s library as per Operations Manual Part A 8.1.12, List of Documents, Forms and
Additional Information to be carried:
1. Ships Library:
 Airplane Flight Manual, AFM

 Configuration Deviation List, CDL
 FCOM Vol. 1, 2 and QRH
 Operations Manual Part A
 Current FCI’s
 SEP Manual
 Current CCI’s
 Tech Log
 MEL and DDPG
 Normal laminated checklist x 2 (only 1 required for dispatch, may be the QRH
checklist)
 Laminated PA and Winter Operations checklist (not required for dispatch)
 Cert File
 Laminated landing performance handy dandy (not required for dispatch)
2. Cert file:
 Certificate of Registration
 Certificate of Airworthiness
 Airworthiness Review Certificate
 Attestation Cert
 Noise Certificate
 Air Operators Certificate

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 RT Licence
 Certificate of Third Party Insurance Liability
 Weight (Mass) and Balance Schedule
 AFM Certificate
3. Nav Bag:
 Jeppesen Vol. 1, 2, 3 of Emergency Brick

 Flight Supplement Book
 LOEP (List of Effective Pages) for Jeppesen charts and plates
 Binders (3) (0 required for dispatch)
 Dangerous Goods Emergency Response Guide
 2 SEP Manual
 CCI’s
4. Trip Kit
5. Aircraft Technical Log
GROUND POWER switch (if ground power is available) ...............................................ON
SOURCE OFF lights – Extinguished
Fault/Inop detection .................................................................................................Check
OVERHEAT DETECTOR switches – NORMAL
TEST switch – Hold to FAULT/INOP
Verify MASTER CAUTION, OVHT/DET annunciator, FAULT and APU DET INOP lights are
illuminated.
If the FAULT light fails to illuminate, the fault monitoring system is inoperative.
If APU DET INOP light fails to illuminate, do not operate APU.
Fire/Overheat warning .............................................................................................Check
Note: Alert ground personnel before this test is accomplished with the APU
operating. The fire warning light flashes and the horn sounds on the APU
ground control panel.

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TEST switch – Hold to OVHT/FIRE
Verify fire warning bell sounds, master FIRE WARN lights, MASTER CAUTION lights
and OVHT/DET annunciator illuminate.
Master FIRE WARNING light – Push
Verify master FIRE WARN lights and fire warning bell cancel.
Verify engine No. 1, APU, and engine No. 2 fire warning switch and engine No. 1
and engine No. 2 OVERHEAT lights are illuminated. If AC busses are powered, verify
WHEEL WELL fire warning light is illuminated.
If an engine fire warning switch and an ENG OVERHEAT light do not illuminate, a
detection loop is inoperative.
EXTINGUISHER TEST switch ......................................................................................Check
Position TEST Switch to 1, verify the green extinguisher test lights are illuminated.
Release switch and verify the lights are extinguished.
Repeat for test position 2.
APU..................................................................................................... Start and on busses
Note: To conserve fuel and reduce emissions, start the APU when the loadsheet
arrives at the airplane unless environmental conditions dictate otherwise.
Note: If extended APU operation is needed on the ground, position an AC operated

fuel pump ON. If fuel is loaded in the center tank, position the left center
tank fuel pump switch ON to prevent a fuel imbalance before takeoff.
CAUTION: Center tank fuel pump switches should be positioned ON only if the fuel
quantity in the center tank exceeds 453 kgs.
CAUTION: Do not operate the center tank fuel pumps with the flight deck
unattended.
Note: Whenever the APU is operating and AC electrical power is on the airplane
busses, operate at least one fuel boost pump to supply fuel under pressure
to the APU to extend the service life of the APU fuel control unit.

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When the APU GEN OFF BUS light is illuminated:
APU GENERATOR bus switches – ON
Verify that the SOURCE OFF lights are extinguished.
Verify that the TRANSFER BUS OFF lights are extinguished.
EMERGENCY EXIT lights switch ..............................................................................ARMED
Guard – Down
NOT ARMED light – Extinguished.
Cabin attendant call chime……………………………………………........................................... Test
FLAP lever ......................................................................................................................Set
Position the FLAP lever to agree with the FLAPS position indicator.
Takeoff configuration warning .................................................................................Check
Advance thrust levers to forward stop to ensure takeoff configuration warning horn
sounds. Retard thrust levers to idle stop.
CARGO FIRE system ..................................................................................................Check
DETECTOR SELECT switches – NORM
TEST switch – Push
Verify fire warning bell sounds and master FIRE WARN lights illuminate.
Master FIRE WARN light – Push
Verify master FIRE WARN lights and fire warning bell cancel.
Verify cargo fire (FWD, AFT) warning lights are illuminated.
Verify DETECTOR FAULT light remains extinguished.

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Note: If a cargo fire warning light does not illuminate and the DETECTOR FAULT
light illuminates, a detection loop is inoperative.
Verify the green EXTINGUISHER test lights are illuminated.
Verify the cargo fire bottle DISCHARGE light is illuminated.
PA system .................................................................................................................Check
Verify system operation using the hand held mic on the control stand.
Gear pins .............................................................................................................Removed
Verify 3 gear pins in rack. If not, establish location of gear pins and reason for removal
prior to dispatch.
Manual gear extension access door ........................................................................Closed
Emergency equipment ..............................................................................................Check
Fire extinguisher – Check and stow
Verify safetied.
Circuit breakers (P–6) ...............................................................................................Check
Verify circuit breakers are in or collared in compliance with dispatch requirements.
F/O’s escape strap ....................................................................................................Check
Ensure strap is connected to structure.
VOICE RECORDER switch………………………………...............................................................ON
Verify that this switch is on, including during all turnarounds, to record all clearances,
briefings and checklists.
Flight recorder .............................................................................................................Test
CAUTION: This switch should not be confused with the Passenger Oxygen Switch,
as this will cause deployment of the Passenger Oxygen System.

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FLIGHT RECORDER OFF light – Illuminated
FLIGHT RECORDER test switch – TEST
FLIGHT RECORDER OFF light – Extinguished
FLIGHT RECORDER test switch – NORMAL
MACH AIRSPEED WARNING

TEST switches…………………………………………………………………………………..Push, one at a time
Verify that the clacker sounds.
STALL WARNING TEST switches ...........................................Push and hold, one at a time
Verify that each control column vibrates when the respective switch is pushed.
Note: The stall warning test requires that AC transfer busses are powered for up to
4 minutes.
Note: With hydraulic power off, the leading edge flaps may droop enough to cause
an asymmetry signal, resulting in a failure of the stall warning system test.
Should this occur, obtain a clearance to pressurize the hydraulic system,
place the “B” system electric pump ON and retract the flaps. When flaps are
retracted repeat the test.
MACH AIRSPEED WARNING TEST switches ................................................................Push
Verify clacker sounds.
REVERSER lights .............................................................................................Extinguished
EEC switches ..................................................................................................................ON
ALTERNATE lights – Extinguished
PASSENGER OXYGEN switch…………………………......................................................NORMAL
Guard – Down
PASS OXY ON light – Extinguished

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CAUTION: Switch activation will cause deployment of passenger oxygen masks.
CREW OXYGEN pressure indicator…………………………………………………………………………Check
Verify pressure meets dispatch requirements as outlined in Performance Dispatch

Volume One for 114/115 cu. ft. cylinder.
SERVICE INTERPHONE switch……………………………………………………………………….As required
GPS light .........................................................................................................Extinguished
IRS mode selectors.......................................................................................................NAV
Note: Prior to commencing the alignment procedure the airplane must be parked and
not moved until alignment is complete and the ALIGN lights extinguish.
Verify both ON DC lights illuminate momentarily followed by steady illumination of the

ALIGN lights. The ALIGN lights will remain illuminated until the IRS enters the NAV
mode.
Crews are required to perform a full realignment only for the first flight of each flight
duty period. There is no requirement, under normal circumstances to realign the IRS’s
during subsequent turnarounds.
The UNABLE REQD NAV PERF-RNP message may show until IRS alignment is complete.
PSEU light .......................................................................................................Extinguished
Capt’s escape strap ...................................................................................................Check
Ensure strap is connected to structure.
Circuit breakers (P–18) .............................................................................................Check
Verify circuit breakers are in or collared in compliance with dispatch requirements.
Crash axe ................................................................................................................Stowed

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3.2 Exterior Inspection – Pilot Monitoring <RYR>

Airmanship
The exterior inspection is a vital part of the operation. It ensures that, at a basic level, the
aircraft is safe to operate.
 A missing bypass pin

 poor tyre condition
 brake disintegration
 incorrect oleo extension
 fuselage damage
 Leaks
 birdstrike evidence
 clear ice
 Pitot/static system blockage
 Incorrect stabilizer trim setting
Exterior Inspection - Guidance
Once communication has been established with the flight deck via the headset, the
refuelling supervisor may conduct the exterior Inspection while keeping the refuelling
operation within view.
Exterior Inspection - SOP
Before each flight the PM must verify that the airplane is satisfactory for flight. The PF
will normally be completing the Flight Deck Safety Inspection and Preliminary Flight Deck
Procedure and will have selected hydraulic systems and exterior lighting. Exterior lights
are checked by maintenance as part of the daily inspection.
Include a visual inspection of both Cargo Compartments and ensure any inbound
baggage has been offloaded. Leave cargo doors open after inspection.
Note: Navigation position lights ON whenever AC power is on the airplane.

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Note: Alert ground personnel before pressurizing hydraulic systems.
Items at each location may be checked in any sequence.
Use the detailed inspection route below to check that:
 the surfaces and structures are clear, not damaged, not missing parts and there
are no fluid leaks
 all entry doors, service doors, cargo doors and surrounding fuselage are not
damaged
 the tires are not too worn, not damaged, and there is no tread separation
 the gear struts are not fully compressed
 the engine inlets and tailpipes are clear, the access panels are secured, the
exterior, including the bottom of the nacelles, is not damaged, and the reversers
are stowed
 the doors and access panels that are not in use are latched
 the probes, vents, and static ports are clear and not damaged
 the skin area adjacent to the pitot probes and static ports is not wrinkled
 the antennas are not damaged
 the light lenses are clean and not damaged
Note: A flashlight must be used during all exterior pre-departure inspection in hours of
low visibility.
For cold weather operations see the Supplementary Procedures.

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Left Forward Fuselage
Probes, sensors, ports, vents, and drains (as applicable) .........................................Check
Doors and access panels (not in use).....................................................................Latched
Nose
Radome .....................................................................................................................Check
Conductor straps - Secure
Forward E and E door…………………………………………...................................................Secure
Nose Wheel Well
Tires and wheels .......................................................................................................Check
Exterior lights ............................................................................................................Check
Gear strut and doors .................................................................................................Check

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Nose wheel steering assembly .................................................................................Check
Nose gear steering lockout pin……………………………………………............................As needed
Gear pin..............................................................................................................As needed
Nose wheel spin brake (snubbers)………………………………………………………………….....In place
Right Forward Fuselage
Probes, sensors, ports, vents, and drains (as applicable………………………………………..Check
Oxygen pressure relief green disc……………………………………………............................In place
Doors and access panels (not in use) ………………………………………………………...........Latched
Right Wing Root, Pack, and Lower Fuselage
Ram air deflector door ........................................................................................Extended
Pack and pneumatic access doors ...........................................................................Secure
Probes, sensors, ports, vents, and drains (as applicable)……………………………………….Check
Exterior lights……………………………………………..............................................................Check
Leading edge flaps………………………………………….........................................................Check
Number 2 Engine
Access panels .........................................................................................................Latched
Fan blades, probes, and spinner…………………………………………………………………...........Check
Exterior surfaces (including the bottom of the nacelles)...................... Check for damage
Thrust reverser .......................................................................................................Stowed
Exhaust area and tailcone………………………………………………………………….....................Check

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Right Wing and Leading Edge
Leading edge flaps and slats .....................................................................................Check
Fuel measuring sticks ..............................................................................Flush and secure
Wing Surfaces ...........................................................................................................Check
Fuel tank vent ...........................................................................................................Check
Visually inspect the upper wing surface which must be free of all ice. If there is frost or
ice on the lower surface outboard of measuring stick 4, there may also be frost or ice on
the upper surface. The distance that frost extends outboard of measuring stick 4 can be
used as an indication of the extent of frost on the upper surface.
Note: Takeoff with light coatings of frost, up to 1/8 inch (3mm) in thickness on lower wing
surfaces due to cold fuel, is permissible; however, all leading edge devices, all
control surfaces, tab surfaces, upper wing surfaces and balance panel cavities
must be free of snow or ice.
Right Wing Tip and Trailing Edge
Position and strobe lights …………………......................................................................Check
Static discharge wicks ...............................................................................................Check
Aileron and trailing edge flaps ..................................................................................Check
Right Main Gear
Tires, brakes and wheels ..........................................................................................Check
Verify that the wheel chocks are in place as needed.
If the parking brake is set, the brake wear indicator pins must extend out of the guides.
Gear strut, actuators, and doors ..............................................................................Check
Hydraulic lines……………………………..……………………………............................................Secure

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B737-800
Gear pin…………………………………..........................................................................As needed
Right Main Wheel Well
APU FIRE CONTROL handle………………………………….........................................................Up
EI-DYL through EI-EXF

NGS operability indicator light ..................................................................................Check
Verify that the light is green.
Wheel well………………………………………….....................................................................Check
Right Aft Fuselage
Doors and access panels (not in use) .....................................................................Latched
Negative pressure relief door ..................................................................................Closed
Outflow
valve……………………………………………............................................................................Check
Probes, sensors, ports, vents, and drains (as applicable)…………………………..…………..Check
APU air inlet……………………………………….......................................................................Open
Tail
Vertical stabilizer and rudder……………………………………………..………………….................Check
Elevator feel probes………………………………………….......................................................Check
Tail skid…………………………………………..........................................................................Check
Verify that the tail skid is not damaged.
Horizontal stabilizer and elevator……………………………..…………………………………………..Check
Static discharge wicks................................................................................................Check
Strobe light…………………………………………....................................................................Check

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APU cooling air inlet and exhaust outlet………………………………………………..................Check
Left Aft Fuselage
Doors and access panels (not in use) .....................................................................Latched
Probes, sensors, ports, vents, and drains (as applicable)…………………………..…………..Check
Left Main Gear
Tires, brakes and wheels………………………………………………………………..….....................Check
Verify that the wheel chocks are in place as needed.
If the parking brake is set, the brake wear indicator pins must extend out of the guides.
Gear strut, actuators, and doors………………………………………………..……………..............Check
Hydraulic lines..........................................................................................................Secure
Gear pin……………………………………………….............................................................As needed
Left Main Wheel Well
Wheel well ................................................................................................................Check
Engine fire bottle pressure .......................................................................................Check
Left Wing Tip and Trailing Edge
Aileron and trailing edge flaps ..................................................................................Check
Static discharge wicks ...............................................................................................Check
Position and strobe lights .........................................................................................Check
Left Wing and Leading Edge
Fuel tank vent ...........................................................................................................Check
Wing Surfaces ...........................................................................................................Check

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Fuel measuring sticks…………………………………………………..……………………….Flush and secure
Leading edge flaps and slats .....................................................................................Check
Access panels……………………………………………...........................................................Latched
Visually inspect the upper wing surface which must be free of all ice. If there is frost or
ice on the lower surface outboard of measuring stick 4, there may also be frost or ice on
the upper surface. The distance that frost extends outboard of measuring stick 4 can be
used as an indication of the extent of frost on the upper surface.
Note: Takeoff with light coatings of frost, up to 1/8 inch (3mm) in thickness on lower wing
surfaces due to cold fuel, is permissible; however, all leading edge devices, all
control surfaces, tab surfaces, upper wing surfaces and balance panel cavities
must be free of snow or ice.
Number 1 Engine
Exhaust area and tailcone…………………………………………..............................................Check
Thrust reverser…………………………………………............................................................Stowed
Exterior surfaces(including the bottom of the nacelles) ...................... Check for damage
Fan blades, probes, and spinner ...............................................................................Check
Probes, sensors, ports, vents, and drains (as applicable) .........................................Check
Left Wing Root, Pack, and Lower Fuselage
Leading edge flaps ....................................................................................................Check
Exterior lights………………………………………….................................................................Check
Pack and pneumatic access doors ...........................................................................Secure
Ram air deflector door ........................................................................................Extended

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3.3 Preflight Procedure – Pilot Flying < RYR >

Airmanship
Decide as early as possible who will be the PF so that the following normal procedures
can flow without interruption. In this regard, the weather limitations below are in place
to protect both the airline and the crew.
 Distractions
 FMC data entry error
 Incorrect MCP stop altitude
 Crew oxygen valves not fully open
 AURAL WARN Circuit breaker
 Fuel uplift errors
 Injury or damage due missing nose gear steering by-pass pin
 Incorrectly configured air conditioning and pressurization system
 Refueling supervision
 Rhyming responses to checklists
Inexperienced Co-pilot (Operations Manual Part A 5.2.4.1)
In Ryanair a Co-pilot is inexperienced until he has completed 500 flight time hours in
Ryanair. Every inexperienced co-pilot shall so advise the Commander prior to operating.
Co-pilot Flying (Operations manual part A 8.0.10)
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:
1. Crosswinds more than 2/3rds limiting value

2. Runway is performance limited
3. Take-off and landing RVR's less than 1000 m
4. Cloud base is less than 100' above decision altitude for a precision approach
and 200' above minima (M.D.A.) for a non-precision approach aid
5. The runway is contaminated
6. Abnormal procedures are required due to system defects

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7. Second Officers (two stripes) shall not conduct the landing when the crosswind
is in excess of 15kt during normal operations. This restriction does not preclude
the second officer from flying a monitored approach
8. Visual Approaches
Aircraft status ........................................................................................................Confirm
Light test ......................................................................................................................Test
Master LIGHTS test and dim switch – TEST
Use scan flow to check all lights flashing or illuminated. Use individual test switches or
push to test feature to check appropriate lights which do not illuminate during the light
test. The fire warning lights are not checked during this test.
Master LIGHTS test and dim switch – As desired
Sun visors ...............................................................................................................Stowed
Oxygen ............................................................................................................Test and set
Note the crew oxygen pressure
Oxygen mask – Stowed and doors closed
TEST/RESET switch – Push and hold
Verify that the yellow cross shows momentarily in the flow indicator.
Regulator selector – Rotate to EMER
Continue to hold the TEST/RESET switch down with the regulator selector in the
EMER position for 5 seconds. Verify that the yellow cross shows continuously in the
flow indicator.
Verify that the crew oxygen pressure does not decrease more than 100 psig.
If the oxygen cylinder valve is not in the full open position, pressure can:
 decrease rapidly, or
 decrease more than 100 psig, or
 increase slowly back to normal.

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Release the TEST/RESET switch and rotate the regulator selector to 100%. Verify that
the yellow cross does not show in the flow indicator.
Crew oxygen pressure - Check
Verify that the pressure is sufficient for dispatch.
EFIS control panel…………………………………………...............................................................Set
MINIMUMS reference selector – BAROMETRIC
Select BAROMETRIC. Set MFRA to airfield elevation plus 1000 feet unless a different
single engine flap retraction altitude is specified.
FLIGHT PATH VECTOR switch – As desired
METERS switch – As desired
BAROMETRIC reference selector – Set
Select barometric altitude reference. Set local altimeter setting.
VOR/ADF switches – Set
Note: Set to enable raw data backup of SID.
Mode selector – MAP
CENTER switch – As desired
Range selector – As desired
TRAFFIC switch – As desired
MAP switches – As desired
Ensure that Terrain and Airport are selected.
Clock...............................................................................................................................Set
TIME/DATE pushbutton - UTC time

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NOSE WHEEL STEERING switch ...............................................................................NORM
Note: This item should be checked by the captain.
Display select panel .......................................................................................................Set
MAIN PANEL DISPLAY UNITS selector – NORM
LOWER DISPLAY UNIT selector – NORM
TAKEOFF CONFIG light

(if installed and operative) ..................................................................Verify extinguished
CABIN ALTITUDE light

Flight instruments .........................................................................................................Set
Note: IRS alignment must be complete.
PFD – Correct
Flight mode annunciators – Blank
AFDS status is FLT DIR
Flight instrument indications are correct.
The NO V SPD flag is displayed until V–speeds are selected.
Verify no other flags displayed.
Altimeter – Set
ND – correct
Verify no flags displayed
Route – Displayed, correct
Light controls .....................................................................................................As desired

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Audio control panel .......................................................................................................Set
Seat…………………………………………...............................................................................Adjust
Use the handhold above the forward window for assistance when pulling the seat
forward. Do not use the glareshield as damage can occur.
Whenever the seat is adjusted, verify a positive horizontal (fore and aft) seat lock by
pushing against the seat.
Rudder pedals……………………………………………………………………....................................Adjust
Adjust rudder pedals to permit full rudder deflection and brake application. Hold nose
wheel steering wheel while moving rudder pedals.
Note: Do not move control surfaces without alerting ground crew.
FMC/CDU............................................................................................Set present position
Prior to dispatch, the crew must ensure that the Navigation Database is current and
verify aircraft position is entered correctly. Use GPS L for position inputs. If this is
unavailable, use GPS R position. A departure procedure shall not be used if doubt exists
as to the validity of the procedure in the navigation database.
POS INIT page – Select
Use the GPS position from POS INIT page 2, enter present position on the SET IRS
POS line. Confirm that the box prompts are replaced by the entered present position.
Note: Ensure selected GPS position agrees with current aircraft position.
IDENT page – Check
Verify airplane and engine MODEL and NAV DATA ACTIVE dates are correctly
displayed.
RTE page – Select
The PF will:
Enter the departure and arrival four digit ICAO designator and the Ryanair
callsign (RYRXXX) from the PLOG, on RTE page 1.

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Enter the ICAO routing from the PLOG into the FMC RTE page.
Select and insert the expected SID and STAR, based on current and forecast
weather. A departure procedure shall not be used if doubt exists as to the validity
of the procedure in the navigation database.
Inhibit any navigation aid(s) as required for PRNAV operations.
Step through the route using the LEGS page and the EFIS Control panel PLN mode.
Enter relevant performance information.
When all this is complete, select “ACTIVATE”.
DEPARTURES page – Select
Select the active runway and SID.
PERF INIT page – Select
PERF INIT loading – Guidance
Verify total fuel quantity is displayed on the CDU and that the fuel quantity indicators
agree, and are adequate for the planned flight. Enter EZFW, fuel reserve (final reserve plus
alternate fuel) and cost index as indicated on the OFP to enable destination fuel prediction.
Enter plog fuel in the plan fuel data field. Enter optimum cruise altitude (or ATC capped
level, if lower) and verify transition altitude. Enter top-of-climb wind (actual wind on plog)
and ISA deviation or top–of–climb OAT. When actual ZFW is available enter this and
perform a gross error check by comparing it to the EZFW.
Consider enroute weather conditions and plan to avoid any areas of likely
moderate to severe turbulence, reference SIGMET and OFP Shear values. Severe
Turbulence can be anticipated whenever the shear is equal to or greater than 5.
Reduce cruise altitude if such turbulence is likely.
ARRIVALS page - Select
Select anticipated STAR and arrival instrument approach, if known.

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Issue 2, Revision 3
B737-800
Speed restrictions and route bypasses may be addressed at this point. 250 knots
below FL100 applies to all flights unless removed by ATC when operating in Class A,
B or C airspace only. Crews should consider turbulence and/or icing conditions when
selecting a climb profile which achieves the most comfort and least exposure to icing
conditions.
N1 LIMIT page – Select
Enter OAT
TAKEOFF page – Select
Insert Takeoff flap setting. Flap 5 is the standard takeoff flap setting unless
performance considerations dictate otherwise.
FMC/CDU entries are complete to a point where loadsheet information is needed.
Flight control panel………………………………………………................................................. Check
FLIGHT CONTROL switches – Guards closed
Verify that the flight control LOW PRESSURE lights are illuminated.
Flight SPOILER switches – Guards closed
YAW DAMPER switch – ON
Verify that the YAW DAMPER light is extinguished.
Verify that the standby hydraulic LOW QUANTITY light is extinguished.
Verify that the standby hydraulic LOW PRESSURE light is extinguished.
Verify that the STBY RUD ON light is extinguished.
ALTERNATE FLAPS master switch – Guard closed
ALTERNATE FLAPS position switch – OFF
Verify that the FEEL DIFF PRESS light is extinguished.
Verify that the SPEED TRIM FAIL light is extinguished.

RYANAIR PROCEDURES
Issue 2, Revision 3
B737-800
Verify that the MACH TRIM FAIL light is extinguished.
Verify that the AUTO SLAT FAIL light is extinguished.
NAVIGATION panel……...................................................................................................Set
VHF NAV transfer switch - NORMAL
IRS transfer switch - NORMAL
FMC source select switch (as installed) – NORMAL
DISPLAYS panel………………………….................................................................................. Set
SOURCE selector - AUTO
CONTROL PANEL select switch - NORMAL
Fuel system ...............................................................................___ KGS & 4/6 pumps ON
CROSSFEED selector – Verify operation
ENGINE VALVE CLOSED lights – Illuminated dim
SPAR VALVE CLOSED lights – Illuminated dim
FILTER BYPASS lights – Extinguished
CROSSFEED selector – Closed
VALVE OPEN light – Extinguished
Fuel quantity – Check
Verify total fuel quantity meets dispatch requirements. BLOCK Fuel + xxx kgs.
The PM will cross check the fuel in the tanks against the BLOCK FUEL on the PLOG
FUEL PUMPS switches (for tanks containing fuel) – ON

RYANAIR PROCEDURES
Issue 2, Revision 3
B737-800
Center tank fuel pump switches should be positioned ON only if the fuel quantity in
the center tank exceeds 453 kgs. The flight deck must be manned whenever center
tank fuel pump switches are on.
LOW PRESSURE lights – Extinguished
CAUTION: If a LOW PRESSURE light does not extinguish when the switch is
positioned ON, position the switch OFF.
Fuel System - Guidance
When checking the fuel system you should ensure that:
 Required pumps are on

 Crossfeed is serviceable and closed
 Fuel quantity indicators agree
 Total fuel quantity is displayed on the CDU
 Fuel contents are adequate for the planned flight (reference OFP.)
For aircraft with the new centre pumps installed (no placard), the center pumps may be
turned on if the center tank contains more than 453 kgs. If the captain deems that the
amount of fuel in the centre tank is not sufficient to keep the fuel low pressure lights
out during T/O then he may elect to leave the centre tank pump switches off until
passing FL 100
For aircraft with the old centre pumps installed (placarded) the centre pumps should
not be switched on for T/O with less than 2,300kgs of fuel in the centre tank.
CAB/UTIL & IFE switches (as installed).......................................................................... ON
Note: Both switches must be ON < RYR > airplanes.
GALLEY power switch (as installed)……………………………………………………………………………ON
Electrical system………………………………………….................................................................Set

RYANAIR PROCEDURES
Issue 2, Revision 3
B737-800
STANDBY POWER switch – AUTO (guard down)
Generator drive DISCONNECT switches – Guards down
BUS TRANSFER switch – AUTO (guard down)
CIRCUIT BREAKER and PANEL light controls.......................................................As desired
EQUIPMENT COOLING switches ..........................................................................NORMAL
OFF lights – Extinguished
Passenger signs……………………………………………............................................................... Set
FASTEN BELTS switch – ON
Windshield WIPER selectors ......................................................................................PARK
WINDOW HEAT switches………………………………………………..............................................ON
Position switches ON at least 10 minutes before takeoff.
OVERHEAT lights – Extinguished
ON lights – Illuminated (except at high ambient temperatures)
EI-ENE through EI-EXF

PROBE HEAT switches ...............................................................................................AUTO
Verify that all lights are illuminated.
EI-DAC through EI-EGD

PROBE HEAT switches ..................................................................................................OFF
Verify that all lights are illuminated.
WING and ENGINE ANTI – ICE switches…………………………………………………………………….OFF
VALVE OPEN lights – Extinguished
Hydraulic pump switches ..............................................................................................ON

RYANAIR PROCEDURES
Issue 2, Revision 3
B737-800
Note: Prior to switching on the A system pump switches, ensure ground personnel
are clear of the tow bar or the bypass pin is installed. Do not proceed with
the checklist until the hydraulic systems are in the normal configuration.
Note: Alert ground personnel before pressurizing hydraulic systems.
System A HYDRAULIC PUMPS switches – ON
System B HYDRAULIC PUMPS switches – ON
Electric pump LOW PRESSURE lights – Extinguished
Brake pressure – 2800 PSI minimum
MFD SYSTEM switch – Push
System A and B pressure – 2800 PSI minimum
Quantity indicators – No RF indication displayed
Pressurization indicators………………………………………………………………….......................Check
Cabin differential pressure – Zero
Cabin altitude – Field elevation
Cabin rate of climb – Zero
Air conditioning system...................................................................Both packs, bleeds ON
AIR TEMPERATURE source selector – As desired
TRIM AIR switch – ON
Temperature selectors – As desired
RAM DOOR FULL OPEN lights – Illuminated
RECIRCULATION FAN switches – AUTO
Both Recirc fans shall be in Auto and left in Auto throughout the day. There is no
requirement for the crew to switch these to OFF unless following a QRH procedure.

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Issue 2, Revision 3
B737-800
Air conditioning PACK switches – Both AUTO or HIGH
ISOLATION VALVE switch – OPEN
Engine BLEED air switches – ON
APU BLEED air switch – As required
ON unless external air is used for start.
Pressurization system……………………..………………………………………….................................Set
FLIGHT ALTITUDE indicator – Filed level or lower if performance limited or level

capped.
LANDING ALTITUDE indicator – Destination field elevation
Pressurization mode selector ...................................................................................AUTO
AUTOMATIC FAIL light – Extinguished
Exterior light switches…………………………………………………………………...............................Set
Navigation lights must be on at all times when AC power is connected. Wheel well
lights will be selected on for walkarounds.
Logo lights will be on during the hours of darkness below FL100.
Caution when using wing lights as they can cause distraction to other ground traffic.
Ignition switches ................................................................................................IGN L or R
Select IGN R when operating through manned maintenance stations.
ENGINE START switches ...............................................................................................OFF
Mode control panel…………………………………………............................................................Set
When selecting a value on the MCP, ensure the corresponding display on the
instrument panel changes, if applicable.
COURSE(S) – Set and crosscheck

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Issue 2, Revision 3
B737-800
FLIGHT DIRECTOR switches – ON
Position the switch for the PF to ON first.
AUTOTHROTTLE switch – OFF
Heading – Runway heading
Bank angle limit – 25°
Altitude – SID clearance altitude. If clearance has not been received, set expected SID
clearance altitude plus 100 feet.
Autopilots – Disengaged
EI-DAC through EI-EBL

Standby instruments……………………………………………………………………..........................Check
Standby horizon – Set
Erect horizon and verify proper attitude.
Standby altimeter/airspeed indicator – Set
Set altimeter and verify airspeed is zero.
Standby RMI – Set
Select either VOR or ADF.
EI-EBM through EI-EXF

Integrated standby flight display……………………………………………………….…………….......Check
Approach mode display – Blank
Set local altimeter setting
Verify flight instrument indications are correct
Verify no flags or messages are displayed.
Engine display control panel .........................................................................................Set

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Issue 2, Revision 3
B737-800
N1 SET selector – AUTO
Permits FMC control of N1 bugs.
FUEL FLOW switch – RATE
Move switch to RESET, then RATE.
SPEED REFERENCE selector – AUTO
Permits FMC control of reference speed bugs.
AUTO BRAKE select switch ..........................................................................................RTO
AUTO BRAKE DISARM light – Extinguished
ANTISKID INOP light .......................................................................................Extinguished
Engine instruments ...................................................................................................Check
MFD ENGINE switch – Push
Note: EGT, F/F, oil pressure and oil temperature pointers and digital readouts are
not displayed until the start switch is moved to GRD.
Primary and secondary engine indications – Normal
 engine indications display existing conditions

 no exceedance values are displayed
 engine oil quantity meets dispatch requirements (12 quarts.)
SPEED BRAKE lever ......................................................................................DOWN detent
Advance thrust levers to forward stop to ensure takeoff configuration warning horn
sounds. Retard thrust levers to idle stop. Ensure the speed brake lever is in the DN
detent.
Reverse thrust levers……………………………………………………………………..........................Down
Forward thrust levers...............................................................................................Closed
Start levers ............................................................................................................CUTOFF

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Issue 2, Revision 3
B737-800
Parking brake…………......................................................................................................Set
Parking brake warning light – Illuminated
STABILIZER TRIM cutout switches .......................................................................NORMAL
Wheel well fire warning system...................................................................................Test
Note: Delete this test if AC busses were powered during the fire warning check.
Alert ground personnel before this test is accomplished with the APU
operating. The fire warning light flashes and the horn sounds on the APU
ground control panel.
Test switch – Hold to OVERHEAT/FIRE
Verify fire warning bell sounds, master FIRE WARNING lights, MASTER CAUTION
lights and OVERHEAT/DET annunciator illuminate.
Fire warning BELL CUTOUT switch – Push
Verify WARN lights and fire warning bell cancel.
WHEEL WELL fire warning light – Illuminated
Audio control panels......................................................................................................Set
PANEL OFF lights – Extinguished
Set panels – As desired
WARNING: Do not key the HF radio while the airplane is being fueled. Injury to
personnel or fire can occur.
VHF NAVIGATION radios .........................................................................Set for departure
[Set VHF navigation radios to ensure in the event of FMC failure that conventional
navigation may be resumed.]

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Issue 2, Revision 3
B737-800
Note: Auto-tuning ident on both PFD and ND is approved for use. Aural identification is
only necessary for navaids not contained within the FMC or those NDB’s
which require TONE ON.
ADF radio .......................................................................................................................Set
FLOOD and PANEL light controls .......................................................................As desired
Weather radar ...............................................................................................................Set
Transponder ..................................................................................................................Set
RUDDER and AILERON trim ..............................................................................Free & zero
Check trim for freedom of movement, set trim at zero units.
STABILIZER TRIM override switch……………………………………………………………………..NORMAL
Complete the Route Check, Instrument Crosscheck, Takeoff Briefing, Initial Emergency
Briefing (when appropriate), Taxi and SID briefing. (RIBETS)
Call “BEFORE START CHECKLIST DOWN TO THE LINE.”
The PM accomplishes the BEFORE START checklist, down to the line.

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B737-800
3.4 Preflight Procedure – Pilot Monitoring < RYR >
Sun visors ...............................................................................................................Stowed
Oxygen ............................................................................................................Test and set
Note the crew oxygen pressure.
Oxygen mask – Stowed and doors closed
TEST/RESET switch – Push and hold
Verify that the yellow cross shows momentarily in the flow indicator.
Regulator selector – Rotate to EMER
Continue to hold the TEST/RESET switch down with the regulator selector in the
EMER position for 5 seconds. Verify that the yellow cross shows continuously in the
flow indicator.
Verify that the crew oxygen pressure does not decrease more than 100 psig.
If the oxygen cylinder valve is not in the full open position, pressure can:
 decrease rapidly, or
 decrease more than 100 psig, or
 increase slowly back to normal.
Release the TEST/RESET switch and rotate the regulator selector to 100%. Verify that
the yellow cross does not show in the flow indicator.
Crew oxygen pressure - Check.
Verify that the pressure is sufficient for dispatch.
EFIS control panel ..........................................................................................................Set
MINIMUMS reference selector – BAROMETRIC
Select BAROMETRIC. Set MFRA to airfield elevation plus 1000 feet unless a different
single engine flap retraction altitude is specified.

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B737-800
FLIGHT PATH VECTOR switch – As desired
METERS switch – As desired
BAROMETRIC reference selector – Set
Select barometric altitude reference. Set local altimeter setting.
VOR/ADF switches – As desired
Mode selector – MAP
CENTER switch – As desired
Range selector – As desired
TRAFFIC switch – As desired
MAP switches – As desired
Ensure that Terrain and Airport are selected.
Clock………………………………………….................................................................................. Set
TIME/DATE pushbutton - UTC time
Display select panel....................................................................................................... Set
MAIN PANEL DISPLAY UNITS selector – NORM
LOWER DISPLAY UNIT selector – NORM
TAKEOFF CONFIG light

CABIN ALTITUDE light

Flight instruments…………………………………………..............................................................Set
Note: IRS alignment must be complete.

RYANAIR PROCEDURES
Issue 2, Revision 3
B737-800
PFD – Correct
Flight mode annunciators – Blank
AFDS status is FLT DIR
Flight instrument indications are correct.
The NO V SPD flag is displayed until V–speeds are selected.
Verify no other flags displayed.
Altimeter – Set
ND – Correct
Verify no flags displayed
Route – Displayed, correct
GROUND PROXIMITY panel.......................................................................................Check
FLAP INHIBIT switch – Guard closed
GEAR INHIBIT switch – Guard closed
TERRAIN INHIBIT switch – Guard closed
Verify that the GROUND PROXIMITY INOP light is extinguished.
GROUND PROXIMITY warning SYSTEM TEST switch……………………………Push momentarily
This item should be checked by the first officer.
Perform full test on first flight of the day.
Verify switch guards down.
Verify proper operation of the following:
 BELOW G/S and GPWS INOP lights illuminate

 PULL UP and WINDSHEAR alerts illuminate

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Issue 2, Revision 3
B737-800
 “GLIDE SLOPE”, “PULL UP”, and “WINDSHEAR” aurals sound

 TERR FAIL and TERR TEST show on navigation displays
 terrain display test pattern shows on navigation displays
 terrain caution aurals sound and TERRAIN caution message shows on
navigation displays.
Note: If the test switch is held until aurals begin, the above indications and
additional GPWS aural warnings are tested.
Light controls .....................................................................................................As desired
Audio control panel .......................................................................................................Set
Seat………………………………………..................................................................................Adjust
Use the handhold above the forward window for assistance when pulling the seat
forward. Do not use the glareshield as damage can occur.
Whenever the seat is adjusted, verify a positive horizontal (fore and aft) seat lock by
pushing against the seat.
Rudder pedals…………………………………………...............................................................Adjust
Adjust rudder pedals to permit full rudder deflection and brake application. Ensure the
captain holds the nose wheel steering wheel while moving rudder pedals.
Note: Do not move control surfaces without alerting ground crew.

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Issue 2, Revision 3
B737-800
3.5 Final CDU Preflight Procedure - First Officer < RYR >
When the loadsheet arrives at the airplane:
FMC/CDU .......................................................................................................................Set
PERF INIT page – Select
Enter zero fuel weight, check for significant difference between the actual ZFW and
the EZFW which may be indicative of a loadsheet error, then confirm with captain the
FMC gross weight agrees with the loadsheet
EXECUTE.
N1 LIMIT page – Select
Confirm the maximum rated N1 setting.
Enter the selected derate and confirm the N1 setting.
Enter and confirm the assumed temperature which reflects the maximum selected
reduction available for takeoff. Assumed temperature thrust reduction shall be used
with the exception of the following:
 contaminated or slippery runway

 windshear is suspected
 anti-skid inop
 thrust reverser inop
 TOW is within 500 kgs of the RTOW (1000kgs when obstacle limited)
 EEC in alternate mode
 landing gear extended flight
 bleeds off takeoff
 when prohibited by airfield brief
 crosswind exceeding 10 knots.
Note: When crosswind in excess of ten knots exists and no assumed temperature
reduction off a given derate is possible, then the next highest derate shall be
selected, i.e., 22k derate, no assumed temp possible, select 24k for this
takeoff. This is a tailstrike prevention policy.
Thrust mode display – Check

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B737-800
Verify dashes are displayed.
TAKEOFF REF page 1/2 – Select
Enter takeoff flap setting.
Enter V1, VR and V2.
TAKEOFF REF page 2/2 – Select
Enter thrust reduction altitude if different from displayed value.
Takeoff data.............................................................................................................Review
Verify preflight complete and scratchpad is clear except for < INDEX.
Stab trim ........................................................................................................................Set
The captain states stab trim setting required after appropriate corrections for thrust
setting used. The first officer sets this stab trim setting.
IAS bugs .........................................................................................................................Set
Verify V1 speed is displayed at the top of airspeed indication. The first officer sets V2
in the MCP IAS/Mach display.
Prior to pushback the PF shall select the TAKEOFF page on his CDU. The PM shall select
the LEGS page.

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Issue 2, Revision 3
B737-800
3.5.1 Final CDU Pre-flight Procedure - Guidance
Once the Loadsheet arrives, the captain will check its accuracy, sign it and give a copy to
the handling agent as soon as possible in order to allow the handling agent to vacate the
aircraft and continue with their own departure preparations.
The captain will call out the ZFW and the F/O will in perform a gross error check by
comparing it to the EZFW and put the data into the FMC PERF INIT, crosschecking the TOW.
The F/O will have the RTOW book open and will confirm the correct pages, as per T/O
briefing. Both pilots will check for accuracy (airport, runway, ET, flap, engine rating and
wet/dry.)
The Assumed Temperature Thrust Reduction, if applicable, is the maximum selected

reduction available for takeoff.
RTOW speeds must be used.
It is acceptable to line select “wet speed” ONLY on TAKEOFF page 2, not SKR-R. FMC speeds
may be used if they differ from the calculated RTOW speed by no more than 1 knot. The
co-pilot will record the performance calculations on the Flight Envelope.
Once speeds have been agreed and entered, the F/O will select the V2 on the MCP.
The captain states the calculated stab trim and records the value on the Loadsheet. The
F/O sets this value.
The PF selects the TAKEOFF page and the PM selects the LEGS page for departure.
A simple Gross Error Check is to simply take the aircraft weight as 42,000kgs and each
passenger as 100kgs. The sum of these will approximate the ZFW on the Loadsheet.
A more detailed method of checking the accuracy of the figures is subtract the actual load
from the allowed load. Now add the resulting figure to the T/O weight. This should give you
the max allowable T/O weight.

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Issue 2, Revision 3
B737-800
3.6 RIBETS - Pilot Flying
Airmanship
Prior to commencing the RIBETS process, crews are strongly advised to anticipate and
discuss the threats that could be associated with their departure and initial climb.
Subsequently, crews should be in a constant state of anticipation as the taxi, take-off and
departure phases progress. These might typically be:
 Language difficulties with ATC or ground crew

 Interruptions and distractions
 Taxiway and runway incursion hotspots
 Completion of RIBETS prior to ATC clearance
 ATC clearance during taxi
 SID/Runway change during taxi
 Taxi way condition (adverse weather)
 Other ground traffic, E.g. Madrid
 Runway condition
 Low stop altitude on SID
 Stepped climb and SID
 Terrain
 Weather
 Traffic
The acronym RIBETS stands for Route, Instrument Crosscheck, Briefing, Emergency Brief,
Taxi Routing and SID. The departure setup and briefing shall follow this acronym.
If RIBETS is completed prior to receiving the ATC clearance, both crew members must
confirm that the received SID is that which has been loaded into the FMC and been
briefed.

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Issue 2, Revision 3
B737-800
3.6.1 (R) ROUTE CHECK
The PF will select the RTE page 1.
The PM reads the PLOG origin and destination four letter aerodrome codes and reads
the callsign. The PF verifies that these entries are correct in the FMC.
The PM reads the ICAO routing from the plog including the SID and STAR, if known and
calls the total distance (this verifies the plog route and the filed/RPL route are the same).
The PF calls “CHECKED” and states estimated fuel remaining at destination indicating the
SID, ROUTE and STAR are the same and the total distance is approximately the same.
The PF will challenge any differences in any of the above items.
The PF then EXECUTES the route, once discrepancies have been rectified.
If a subsequent re-clearance that requires the aircraft to maintain a HDG after departure,
the crew must de-select LNAV on receipt of the revised clearance.
Discrepancies between the OFP and charted information must be brought to the
attention of Operations via the “Flight Plans and Callsign Confusion” Query in ‘crewdock’
and the Flight Safety Department by way of a SAIR (Navigation).

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Issue 2, Revision 3
B737-800
3.6.2 (I) Instrument Crosscheck - Pilot Flying < RYR >
CLOCK 65-1
 Time “UTC”
PRIMARY FLIGHT DISPLAY
 QNH
 Altimeter
 MFRA
 FD
STANDBY INSTRUMENTS
 Set
Note: Call any flags or instrument disagree warnings with the exception of NO V SPEEDS
and TCAS OFF.

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B737-800
3.6.3 (B) Briefing
The takeoff briefing shall be accomplished as soon as practical so as not to interfere with
final takeoff preparations. The following standard items to be included in the briefing
are:
“This will be a left/right seat takeoff......
 Runway ___
 Flaps ___
 Noise abatement Procedure ___
The following non-standard items should be included in the briefing when necessary:
 Full thrust
 Wet speeds
 Bleeds off
 Anti-ice on
 Emergency turn
 Takeoff alternate required
 Significant weather
 Autopilot engagement altitude ___ ft. (To be included in the briefing if
autopilot will not be selected at 1000/1500 feet.)

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B737-800
3.6.4 (E) Initial Emergency Briefing - Captain and First Officer < RYR >
Captain (always, first flight of the day only)
“Above 80kts I will only reject the takeoff for:
 Fire or fire warning

 Engine failure
 Predictive windshear warning
 Airplane is unsafe or unable to fly.”
“Before V1, if I call STOP I will:
 Simultaneously close the thrust levers and disengage the autothrottle

 Apply maximum manual braking or verify operation of RTO autobrakes
 Manually raise the speedbrake lever
 Apply maximum reverse thrust and stop the aircraft. I will set the parking
brake.”
First Officer (always, first flight of the day only)
“If you call STOP, I will:
 Note the brakes on speed

 Call “SPEED BRAKES UP” or “SPEED BRAKES NOT UP”
 Call "THRUST REVERSER NORMAL" or "ABNORMAL INDICATIONS"
 Verify your actions are complete and call any omissions
 Call 100kts, 80 kts, 60kts and runway distance remaining
 Call “Autobrake disarm”
 Select flaps 40 when the parking brake has been set.”
 Inform ATC of the reject
“We will identify the failure and carry out any drills as appropriate.
If we decide to evacuate the aircraft, we will read and do the Evacuation checklist. If
time permits I will pull the CVR CB”

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Issue 2, Revision 3
B737-800
Pilot Flying (first sector as PF):
“If the call before V1 is KEEP GOING, there will be no actions below 400’ AGL except to
cancel any warnings and raise the landing gear with a positive rate of climb.
 Above 400’ AGL, verify heading select and complete the memory items.
 At MFRA, bug up and retract the flaps on schedule.
 At flaps up, no lights, select LVL CHG and MCT, engage the A/P and climb to
the MSA.”
“Whenever the intermittent warning horn sounds in flight, at an airplane flight altitude
above 10,000 feet MSL:
 Immediately don oxygen masks and set regulators to 100%

 Establish crew communications
 Do the CABIN ALTITUDE Warning or rapid depressurization non-normal
checklist.
Both pilots must verify on the overhead Cabin Altitude panel that the cabin altitude is
stabilized at or below 10,000 feet before removing oxygen masks”
3.6.4.1 Initial Emergency Briefing - SOP

1) When the airplane is on the ground, the captain is considered the PF and will
direct the F/O to accomplish checklists. Before continuing with an evacuation,
it is expected the crew will complete any memory items as required.
2) The standard PA announcement by the flight crew to initiate an evacuation is
“THIS IS AN EMERGENCY, EVACUATE THE AIRCRAFT USING ALL AVAILABLE
EXITS, THIS IS AN EMERGENCY, EVACUATE THE AIRCRAFT USING ALL
AVAILABLE EXITS.”
Airmanship
Very few RTOs result in passenger evacuation. Flight Safety Foundation figures suggest
that approximately 90% of evacuations are performed without due cause and that
almost 100% of evacuations involve death or serious injury. It follows that an
evacuation is not a ‘default option’ but is in fact a dangerous maneuver which should
be performed only when the situation truly demands it. Good airmanship requires that
all opportunities are taken to obtain and evaluate any available information prior to
initiating an evacuation such that the best possible decision is reached. It further

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B737-800
follows that, since evacuations will only thus be initiated for sound reasons, they should
always be followed through to the completion of all QRH and SEP manual actions.
3.6.5 (T) Taxi Briefing

The taxi route from the stand to the departure runway must be briefed from the
Jeppesen plate.
3.6.6 (S) SID
The PF will first brief the intended departure routing. Briefings should always highlight
the relevant MSA and for P-RNAV departures address contingency plans should non P-
RNAV compliance occur.
 The following sequence for FMC page selection during the briefing is
recommended:
 RTE page 1 and 2 - Confirm selected runway, SID and Transition where
appropriate.
 INIT/REF - Confirm transition altitude
 LEGS - Identify each individual waypoint by referring first to the departure (SID)
plate and then to the CDU. Read across the CDU LEGS page line by line to
include lateral profile, tracks and distances between waypoints and vertical
constraints included in the Standard Instrument Departure. Confirm
speed/altitude restrictions and fly-over or fly-by waypoints. Ensure bypasses
are minimized by selecting an appropriate speed/flap configuration to comply
with the SID routing. Ensure all altitude restrictions are corrected for
temperature deviations as required.
 Both pilots must INDEPENDENTLY verify the applicable stop altitude from the
Jeppesen chart. The PF shall verify that the first stop altitude is displayed on
the LEGS page and is set on the MCP (stop alt +100ft prior to receiving the ATC
clearance.) Where the stop altitude is not displayed on the LEGS page, the PF
and PM must agree on the altitude and enter it as a hard altitude at the nearest
appropriate waypoint. . If the stop altitude is issued by ATC while the aircraft
is on the ground, set the stop altitude on the MCP and in the FMC LEGS page.
 Crosscheck SID charts vs. FMC SID routing for correct waypoint sequencing,
reasonableness of track and distance, altitude and speed constraints to the
end of the SID.
 Enter max 220kts when no speed is specified in the FMC for initial turns on SID
to assure track keeping.
 Crews should be aware that an “At or Above” is not an altitude restriction but
an “At or Below” is a restriction. Extra care needs to be taken when reading

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the vertical profile of the SID as confusion in this area has the potential to lead
to a level bust.
 Care must be exercised when responding to ATC altitude clearances. Recent
ICAO and UK CAA publications have made ATC instructions ambiguous during
this phase of flight. If in doubt about the true nature about a climb clearance,
always clarify with air traffic control.
 Ensure Nav Aids are selected and relevant courses set.
 For P-RNAV departures contingency plans should non-P-RNAV compliance
occur must be discussed.
3.7 Public Announcements - Pilot Flying and Pilot Monitoring <

RYR >
Complete the passenger information PA’s prior to pushback. Only essential safety PA’s
should be made during taxi out.
3.7.1 Public Announcements (PA) - Guidance
If it is not possible to complete the PA on stand, it should be made prior to taxi once
the After Start checklist is completed.
PA’s should be completed in accordance with the structure outlined in the PA handy-
dandy checklist prior to pushback.
However, where delays occur after pushback and before takeoff, the captain should
keep the passengers informed through the PA system when the parking brake is set.
All PAs should be made calmly, slowly and clearly. The quality and clarity of the
information will directly reflect the competence of the crew and the company as a
whole. The reliability of any subsequent directions given by the crew may be judged
by the passengers according to their perception of the crew’s professionalism

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3.8 Final Flight Deck Preparation - Pilot Flying and Pilot

Monitoring < RYR >
Airmanship
There have been occurrences where a crew has received Start Clearance only, with
no clearance to Push. Crews have responded to the clearance to Start with the full
Push and Start procedure and pushed from stand without permission. Avoid
responding to clearances with rhyming responses and ensure that the actual
clearance received is complied with.
Guidance
A flashing anti-collision light will prevent the movement of road traffic in the vicinity
of the aircraft. Sitting on the ramp with a beacon rotating may impede other airport
staff from getting on with their jobs so the selection of anti-collision light ON should
not be selected unless ATC clearance has been received.
Flight deck access system switch .............................................................................NORM
Note: Once the dispatcher has confirmed the last passenger has boarded, the CSS
will select the flight deck access system switch to NORM as he/she leaves
the flight deck. If the passengers are seated at this time, the CSS shall press
1 and ENT on the door entry access panel. This results in an audible tone
twice in the flight deck which will signal the passengers are seated. The flight
crew will use the INOP No Smoking switch AUTO position as a tactical
reminder that the passengers are seated.
Flight deck windows/cabin door………………………………………………………………………….Locked
Verify the lock levers are in the locked (forward) position.
The PF calls “BEFORE START CHECKLIST.”
The PM completes the BEFORE START checklist.
Transponder ..........................................................................................................ALT OFF

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Engine start clearance…………………………………………………………..………........................Obtain
On the captain’s instruction, the F/O will request push and start. Once this is received,
the PF will complete the below the line scan and call “BEFORE START CHECKS BELOW
THE LINE.”
Seat belts and shoulder harnesses ......................................................................Fastened
–––––––––––––––––––––––––––––––––––––––––––––––––––
Hydraulic A pumps………………………………………………………………….…....................As required
Pushback shall always be carried out with the hydraulic A pumps off. If the nose gear
steering lockout pin is not installed or is unavailable, the engine start will be delayed
until the towbar has been disconnected.
CAUTION: Do not hold or turn the nose wheel steering wheel during pushback or
towing. This can damage the nose gear or towbar.
Doors .......................................................................................................................Closed
All exterior door annunciator lights – Extinguished
Air conditioning PACKS……………................................................................................... OFF
ANTI COLLISION light .....................................................................................................ON
Parking brake ................................................................................................................Set
Note: The flight crew should not commence pushback until the signal has been
received from the CSS that all the passengers are seated.
The PF calls “BELOW THE LINE.”
The PM completes the BEFORE START checklist.
3.9 Before Start Checklist

Airmanship
It is imperative that the Before Start Procedure and Checklist are not rushed in order to
meet the departure schedule. This checklist is essential to the safety of the departure

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and it should be completed professionally in the manner specified below. The laminated
normal checklist becomes “the third pilot” in the cockpit and must be consulted by the
PM. Do not perform the Challenge in any normal checklist from memory. If the
laminated normal checklist is not stowed until the After Take Off checklist is complete,
its presence will act as a physical reminder that some items remain to be completed.
The words CHECKED and SET are very easy to say but the system or switch position
MUST be checked by the PM. It is essential that both pilots are fully engaged in the
process of checklists and not get distracted by ATC, Slots, Cabin Crew or any external
influence. This is a crucial phase in our prevention of a Take-Off Configuration error
during the upcoming take-off.
Complete the Before Start checklist at this stage.
Note the correct PM checklist operation procedure, “Read, Look and Listen.”
 READ (Checklist)
 LOOK (Switch Position/System Status)
 LISTEN (RESPONSE)
The normal procedures introduction states “The position of the control or indication is
visually verified and stated in response to a checklist challenge. When a disagreement
between the response and the checklist answer occurs, it is mandatory that the checklist
be discontinued until the item is resolved.”
Both crewmembers must be satisfied that the response to the checklist is actioned and
correct. The Pilot Monitoring (PM) not only reads the checklist, but must visually check
that the correct response has been actioned by the Pilot Flying (PF).

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3.10 Engine Start Procedure – Pilot Flying and Pilot Monitoring

<RYR>
Pilot Flying Pilot Monitoring

Announce engine start sequence. Plan to
start engines to result in minimum fuel
consumption.
Normal starting sequence is 2, 1.

Call “STARTING ENGINE No. ___.”
Position ENGINE START switch to GRD.

Verify increase in N2 RPM and call “N2.”
Verify increase in N1 RPM and call “N1.” Verify increase in oil pressure by the time
engine is stabilized at idle and call “OIL
PRESSURE” when observed.
Position engine start lever to IDLE detent
when:
• N1 rotation is observed and

• N2 RPM reaches 25% or
(if 25% N2 is not achievable)
• At max motoring and a minimum of 20%
N2. At 56% N2 RPM check ENGINE START
switch moves to OFF; if not, manually
Max motoring occurs when N2 acceleration position the start switch to OFF.
is less than 1% in approximately 5 seconds.
At 56% N2 RPM, check ENGINE START

switch moves to OFF.
Verify fuel flow and EGT indication.
At starter cutout. Verify START VALVE OPEN alert

extinguishes as the ENGINE START switch
moves to OFF and call “STARTER CUTOUT.”
“MONITOR NUMBER ___.” Call “NUMBER ___ STABLE” when the EGT
limit red line extinguishes and all other
engine parameters are normal.

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3.10.1 Engine Start Procedure - SOP

There is no tailwind speed limitation for engine start. Airmanship may dictate that N2
slightly higher than the minimum limit of 25% is reached in order to obtain positive N1.
This may prevent ‘smoky’ starts and possible alarm to ground crew.
Ensure that the area around the aircraft is clear of any obstructions/FOD and it is safe to
start engines before commencing the start.
Time the engine start sequence so that it is complete as close to “Pushback Complete”
as possible.
All Master Caution System items will be checked and cleared by the PM during start so
as not to distract the PF from the starting process.
The captain shall include the marshaller in his scan during start by either pilot. This is to
enable him to become aware of any hand signals from the marshaller, particularly those
relating to incidents, e.g. immediate engine shutdown.
Once start is complete, wait until the ground crew and the bypass pin have been
disconnected and both can be clearly seen before commencing the Before Taxi checklist.
On a self manoeuvring stand commence the Before Taxi procedure once the ground
crew has been told to remove the chocks.
Standard day, sea level, approximate stabilized idle indications for CFM56–7.
 N1 RPM – 20%
 N2 RPM – 59%
 EGT – 410°C**
 Fuel Flow 272 KGPH
** Idle EGT may vary from 320°C – 520°C depending on OAT, bleed configuration,
and engine conditions.
Starter Duty Cycle
 Limit each start attempt to a maximum of 2 minutes

 A minimum of 10 seconds is required between start attempts
CAUTION: Normal engine start considerations:
 Advancing engine start lever to idle prematurely can cause a “HOT” start.

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 Keep hand on engine start lever while observing RPM, EGT and fuel flow until
stabilized.
 If fuel is shutoff inadvertently (by closing engine start lever) do not reopen
engine start lever in an attempt to restart engine.
 Failure of ENGINE START switch to hold in GRD until starter cutout RPM is
reached can result in a “HOT” start. Do not re–engage ENGINE START switch
until engine RPM is below 20% N2.
Note: Accomplish the ABORTED ENGINE START checklist for one or more of the following
conditions:
 No N1 rotation before the engine start lever is raised to IDLE.

 No oil pressure indication by the time the engine is stabilized at idle.
 No increase in EGT within 10 seconds of raising the engine start lever to IDLE.
 No increase in, or a very slow increase in N1 or N2 after EGT indication.
 EGT rapidly approaching or exceeding the start limit.
3.10.2 Engine Start Procedure - Guidance
Even if the ground crew has cleared you to start 2 and 1 at the beginning of the push, you
should always inform them when you are starting each engine.
Treat the Master Cautions with respect. Remember, one of the first indications of an
impending hot start could be a Master Caution - Overhead for the Engine Control.
If the PA has not been completed at this stage then the period between the completion
of the After Start checklist and up to the parking brake release is the last chance to do so
in accordance with our SOP’s.

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3.11 Before Taxi Procedure – Pilot Flying <RYR>
Airmanship
The Before Taxi 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.
Always use the laminated Normal Checklist and follow the checklist physically until it is
complete. Do not complete these from memory. This is a crucial phase in our prevention
of a Take-Off Configuration error during the upcoming take-off.
PM must confirm the responses by the PF by looking and verifying the action has been
complete or the switch position is correct.
 Rhyming responses to checklists

 Distractions by ATC, slots, cabin crew or any external influence
 No confirmation by PM (RHS) that checks have been completed
GENERATOR 1 and 2 switches .......................................................................................ON
PROBE HEAT switches ...................................................................................................ON
WING ANTI–ICE switch ......................................................................................As needed
ENGINE ANTI–ICE switches.................................................................................As needed
Hydraulic A pumps ........................................................................................................ON
PACK switches ...........................................................................................................AUTO
ISOLATION VALVE switch ..........................................................................................AUTO
APU BLEED air switch....................................................................................................OFF
ENGINE START switches ............................................................................................CONT
APU switch .........................................................................................................As needed

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Recall ........................................................................................................................Check
Verify that all system annunciator panel lights illuminate and then extinguish.
Verify that the ground equipment is clear.
Flight controls ...........................................................................................................Check
Make slow and deliberate inputs, one direction at a time.
Move the control wheel and the control column to full travel in both directions and
verify:
 freedom of movement
 that the controls return to center
Hold the nose wheel steering wheel during the rudder check to prevent nose wheel
movement.
Move the rudder pedals to full travel in both directions and verify:
 freedom of movement
 that the rudder pedals return to center
Flap lever ..................................................................................................Set takeoff flaps
Flap position indicator and FLAP lever – Set for takeoff
LEADING EDGE FLAPS EXTENDED green light – Illuminated.
When accomplishing the before taxi checklist the Captain shall check the FMC
TAKEOFF page and verify the required flap setting. The Captain will physically check
that the flap lever is in the required position and that the flap position is correctly
indicated and that the green LE FLAPS EXT light is illuminated.
Stabilizer trim .........................................................................____UNITS REQ’D, ____SET
Verify stabilizer trim is set for takeoff.
When accomplishing the before taxi checklist the captain must verify that the stab trim
is set for takeoff.

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Engine start levers ...........................................................................................IDLE detent
Blank the lower display unit.
Update changes to the taxi briefing, as needed.
The Captain calls “BEFORE TAXI CHECKLIST.”
The F/O accomplishes the BEFORE TAXI checklist.
The first officer obtains taxi clearance and confirms that ground obstacles are clear on
the right-hand by calling “CLEAR RIGHT.” The captain confirms the left-hand side is clear
by calling “CLEAR LEFT” and selects taxi and turnoff lights to on. The first officer types all
taxi instructions in the scratchpad on the CDU.
It is imperative that ATC taxi instructions are understood by both pilots before taxi is
commenced.
In all cases the recording of the clearance must be monitored by the Captain.
Note: Delay turning on the taxi light if being marshalled off stand until the nose wheels
are deflected away from the marshaller.
3.11.1 Before Taxi Checklist – SOP

The F/O reads the Before Taxi Checklist.
Recall - Push and verify all annunciator lights illuminate. Release and check for any
Master Caution lights.
Flight Controls - The captain will do the Rudder check ensuring that they hold the nose
wheel tiller in order to avoid unnecessary nose wheel movement. The F/O should follow
through on his/her rudder pedals.
Flaps…………………………….____ required, ____ selected, Green light
Three aspects of the Flap selection must be confirmed by the Captain in response to the
Challenge “Flaps”.
“______ Required”

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The Captain must point to the active flap setting on the FMC Take-Off page and call out
the value. This will confirm that the flap setting decided on during the FMC CDU set-up
is still current in the FMC. It will also serve as an opportunity to confirm that no change
has taken place to the flap requirement due to a runway change or other external
influence.
“______ Selected”
The Captain shall grasp the flap lever and visually check that the required flap setting is
indeed selected in the flap quadrant in the Control Stand.
“Green Light”
The Captain shall point to the Green “LE FLAPS EXT” light, check the Flaps Position
Indicator and call “Green Light”.
Stab Trim …………………………...____UNITS REQ’D, ____SET
The Captain shall state the stab trim setting required after appropriate corrections for
thrust setting used. The first officer sets this stab trim setting. (FCOM 1)
During Winter Operations the procedures detailed in FCOM 1 SP.16 must be complied
with.
The SOP for Hotmike usage is:

 I/C selected ON after pushback and prior to obtaining taxi clearance.
 I/C shall remain ON until completion of the TEN Checks Climbing, after which
it will remain crew discretion to either turn the I/C ON or OFF.
 I/C shall be on prior to the Descent checks and remains ON for the remainder
of the flight until the Parking Brake is set at the stand, then OFF.
3.11.2 Before Taxi Procedure – Guidance

There is no need for the pilots to visually check the movement of the ailerons during the Flight
Controls check as full and free movement of the control column satisfies the check.
Gentle application of the rudder pedals is required and the captain should keep his hand on the
tiller. Move the control slowly and smoothly in the following order: up elevator, down elevator,
left wheel, right wheel and rudder pedals. Verify full travel, freedom of movement and that the
controls return to centre when released. Do not release the control column from the extremes of
travel. Hold the nosewheel steering wheel during the rudder check to prevent nosewheel
movement.

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3.12 Pushback or Tow Out Procedure - Captain and Ground

Crewman < RYR >
Airmanship
Once push has begun the ground crew will normally clear the Captain for start.
Regardless of the fact that the ground crew is monitoring the exterior of the aircraft
during this maneuver, it is the flight crew’s responsibility to be aware of the position of
the aircraft relative to ground crew, equipment and other aircraft. Any unsafe or
potentially unsafe actions must be dealt with as soon as possible by the Commander.
Communication with ground crew during this phase can be difficult. If in doubt, there
is no doubt! Delay or ask to stop the pushback until everyone is clear on the
requirement.
This procedure is required when the airplane is to be pushed back or towed away from
the terminal or loading area.
WARNING: Prior to installing the nose gear steering lockout pin, do not make any
electrical or hydraulic power changes with tow bar connected. Any
change to electrical power may cause momentary pressurization of the
nose wheel steering actuators causing unwanted tow bar movement.
Flight interphone contact with ground crew…………………………………………………….Establish
CAPTAIN GROUND CREWMAN

“GROUND, FLIGHT DECK.” “GO AHEAD FLIGHT DECK.”
“CONFIRM BYPASS PIN IS INSTALLED AND “BYPASS PIN IS INSTALLED AND ALL DOORS
ALL DOORS AND HATCHES ARE CLOSED.” AND HATCHES ARE CLOSED.”
“CLEARED TO PUSH AND START, A PUMPS “RELEASE PARKING BRAKE.”
ARE OFF, PARKING BRAKE SET.”
“PARKING BRAKE RELEASED.” “COMMENCING PUSHBACK.”
“ARE WE CLEARED TO START ENGINE “CLEAR TWO.”
NUMBER TWO?”
“ARE WE CLEARED TO START ENGINE “CLEAR ONE.”
NUMBER ONE?”
“PARKING BRAKE SET, CLEARED TO “PARKING BRAKE SET.”
DISCONNECT TOWBAR AND BYPASS PIN
AND ADVISE WHEN CLEAR.”
“TUG AND TOWBAR ARE DISCONNECTED,
BYPASS PIN IS REMOVED.”

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“CLEARED TO DISCONNECT HEADSET, “HAND SIGNALS ON THE LEFT OR RIGHT

HAND SIGNAL LEFT OR RIGHT WITH THE WITH THE PIN.”
PIN.”
Note: The PF should start engine number two when clear of potential FOD and ground
obstacles. Engine number one should be started in sequence.
3.12.1 Pushback or Tow-out Procedure - Guidance
It is imperative that the communication with the ground crew is given word for word
because often the ground crews have very little English comprehension and errors in
communication at this stage have the potential to cause serious problems. It is in the
crews’ best interest to do this correctly as the voice recorder will be preserved by the
captain after any incident.
3.13 ATC Clearance

Airmanship
If taxiing, do not let the recording of the ATC Clearance distract from the primary
requirement which is the safe maneuvering of the aircraft to the take-off point. If both
crew members are not fully ready to accept the clearance then do not hesitate to tell
ATC to “Standby”. All ATC cleared SID, STAR and APP type must be cross-checked by
both crewmembers in FMC ‘ROUTE’ page. If the clearance is not the one that has been
set up prior to push back or if the previous clearance is changed then both pilots must
be on high alert for errors, omissions and distractions. First Officers should resist the
urge to accept an ATC clearance until they are sure that the Captain does not require
assistance with taxying. Captains should stop the aircraft if the F/O has decided to write
down the clearance at an inappropriate time. Do not hesitate to tell ATC to “STANDBY”
until both pilots are fully ready to accept the clearance. Industry experience has shown
that this phase of the operation is full of threats.

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3.13.1 ATC Clearance - Guidance
If the briefed clearance is received during taxi, both pilot will confirm that this
clearance has been inserted in RTE page 2 All ATC cleared SID, STAR and APP type
must be cross-checked by both crewmembers in FMC ‘ROUTE’ page. At all times,
changes to the active clearance must be addressed cautiously and with the
confirmation of the Captain.
Transponder code will often be given during taxi. First Officers should enter this
into the CDU scratchpad in the first instance in order to minimize time away from
monitoring taxy progress and to enable Captains to cross-check it.
3.13.2 ATC Clearance - SOP

If there is a change to the planned SID, crews must stop the aircraft and NOT
recommence taxi or accept line up or takeoff clearance until re-briefing and re-
confirming all SID FMC entries. This included performance, NAVAID and MCP selections
for the departure.
Be aware that the new route may be significantly longer than the original and additional
fuel uplift may be necessary.

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4. TAXI AND TAKEOFF
4 TAXI AND TAKEOFF
4.1 Taxi Procedures - Captain < RYR >
Airmanship
Taxiing the aircraft is a crucial phase of flight when many critical issues are dealt with
and resolved. These include:
 Aircraft Configuration
 ATC Clearance
 Monitoring taxi progress
It is imperative that no distraction is allowed to affect the performance of the crew

completing the checklist during taxi. Distractions include:
 Maneuvering the aircraft to the holding point

 Processing an ATC clearance
 Cabin Secure call from the CSS
 Idle chat
These lists are not exhaustive and crews are expected to anticipate any threat that
pertains to their particular circumstances.
Accordingly:
Challenge items in checklists would preferably be made by the F/O when the aircraft is
not turning and the Captain has spare capacity. If an ATC clearance is received during
taxi, proceed as per the ATC Clearance section above.
PM (RHS) should be alert to inappropriate responses, delays in responses and the use
of sounds such as, “Errr”, “Ehhh”, “Ummm”. These are strong indicators that the
captain (LHS) is reaching task saturation and is now prone to error.
Only taxi the aircraft on approved surfaces and on in accordance with standard ICAO
taxiway markings.
Due to the restrictive nature of some of Ryanair’s destination aprons, keep breakaway
thrust to a minimum. Normally, 30 to 35% N1 is all that is necessary to commence taxi.

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4. TAXI AND TAKEOFF
Only essential taxiing (scratchpad) and departure clearances (plog) will be logged during
taxi. During taxi-in, the F/O will enter stand allocation in the scratchpad.
Once the taxi clearance has been received, the Captain (LHS) will release the parking
brake and momentarily advance the thrust levers forward until the white N1 Command
Sector is at 70% and immediately reduce to the desired N1 for commencement of taxiing.
During this config check, actual N1 will only begin to increase and will not reach more
than 20-25% N1 when the action is carried out promptly. Except at very light weights the
aircraft will not move, however any existing takeoff configuration triggers, if present, will
set off the aural warning.
If a warning occurs, the captain shall reduce thrust to idle, stop the aircraft if it is in
motion and set the parking brake. The cause of the TOC warning must be positively
identified and all possible causal factors checked and appropriate checklists repeated in
full before taxi is recommenced. The second attempt to taxi will be initiated as described
above.
Maximum ground speed in a straight line is 30 knots, 15 knots on the apron and 10 knots
around corners. On contaminated and slippery taxiways or runways, max taxi speed is 5
knots. These speeds are maximum and captains must exercise sound judgment when
other factors may require slower speeds.
Reverse thrust up to MAX REV THR may be required to control or stop the aircraft when
traction is low.
When taxiing, the F/O should bring any taxi speed in excess of the above limits to the
attention of the captain and progressively follow the taxi route on the airport chart.
Do not cut corners. If the taxi line is displaced, follow this taxi line with the nose wheel.
If the taxi line is not displaced, allow the nose gear to overshoot turns to ensure the main
gear straddles the taxiway centerline. The nose gear may be displaced from the
centerline to avoid airport lighting. This will also reduce wear and tear and enhance
passenger comfort. Be aware that the geometry of the winglet scribes the greatest arc
during turns.
Never use thrust against the brakes. Use brakes to slow the aircraft down to the desired
taxi speed and then release.
In low visibility the Captain will normally follow the green lights on the taxi routing. If
this lighting is not available, confirm taxiways with airport signage and HDG on flight

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4. TAXI AND TAKEOFF
instruments. If unfamiliar with the airport or route, consider requesting a Follow Me

vehicle and stop the aircraft if in doubt.
Always use standard ATC radio phraseology and read back all clearances. Avoid
distractions during critical taxi phases.

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4. TAXI AND TAKEOFF
4.2 Before Takeoff Procedure - Pilot Flying and Pilot Monitoring

< RYR >
Airmanship
The most important message to convey to a crew during this phase of our operation is:
DO NOT RUSH. A few moments to ensure that this procedure has been completed
properly may save hours of paperwork, embarrassment and possibly worse. It is
essential that the F/O monitors taxi progress and any errors, especially incorrect
routings and runway incursion possibilities. It is desirable to give cabin crew ‘seats for
departure’ with sufficient time to enable them to accomplish this; 30 seconds would be
a reasonable period.
Once pushback has commenced, all CDU entries are performed by the first officer. At all
times, changes to the active clearance must be addressed cautiously and with the
confirmation of the captain. If there is a change to the planned SID, crews must stop the
aircraft and NOT recommence taxi or accept line up or takeoff clearance until re-briefing
and re-confirming all SID FMC entries. This includes performance, NAVAID and MCP
selections for the departure.
Be aware that the new route may be significantly longer than the original and additional
fuel uplift may be necessary.
Both pilots must INDEPENDENTLY verify the applicable stop altitude from the Jeppesen
chart. The PF shall verify that the first stop altitude is displayed on the LEGS page and is
set on the MCP. Where the stop altitude is not displayed on the LEGS page, the PF and
PM must agree on the altitude and enter it as a hard altitude at the nearest appropriate
waypoint. If the stop altitude is issued by ATC while the aircraft is on the ground, set the
stop altitude on the MCP and in the FMC LEGS page.
Commencing taxi the captain will call for the Before Takeoff checklist when the aircraft
is clear of obstructions. This command is the F/O’s cue to begin the Before Takeoff
checklist. The captain may delay the reading of the checklist until clear of the apron.
Engine warm up requirement:
 verify an increase in engine oil temperature before takeoff.
Engine warm up recommendations:

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4. TAXI AND TAKEOFF
 run the engines for at least 2 minutes

 use a thrust setting normally used for taxi operations.
Config……………………………………………………………………………..…………………………………checked
The Captain will call “Config” and advance the thrust levers forward until the white N1
Command Sector is at 70% and immediately reduce to the desired N1. Verify take-off
configuration warning horn does not sound.
Flaps .......................................................................................................... ___ Green light
Fuel quantity (center tank)…………………………………………............................................Check
Both center fuel tank pump switches may be OFF for takeoff if center tank fuel is less
than 500 kilograms to avoid nuisance fuel alerts during the takeoff phase. If placarded,
with less than 2300kg in the center tank, CTR Tank Pumps OFF for takeoff.
Stabilizer trim………………………………………………………………………………………….____UNITS SET
Verify stabilizer trim is set for takeoff.
Takeoff briefing…………………………………………………………………................,,,,,,,Captain review
Items to review include, but are not limited to:
 Packs
 Bleeds
 Speeds
 SID - include initial turn requirement
 Stop altitude - The captain shall first refer to the FMC LEGS page, then point
to and call the hard altitude previously noted or inserted. The captain shall
then point to the selected MCP altitude and confirm that it is the same value
as on the FMC LEGS page and call “SET.”
Cabin........................................................................................................................Secure
The first officer switches the NO SMOKING sign to ON when CABIN SECURE is received
from the CSS.
The first officer accomplishes the BEFORE TAKEOFF checklist down to the line and calls
“BEFORE TAKEOFF CHECKLIST COMPLETE TO THE LINE.”

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4. TAXI AND TAKEOFF
Before entering the departure runway, verify that the runway and runway entry point
are correct.
When cleared to enter the active runway, the captain:
 calls “BELOW THE LINE”

 selects Weather (WXR) on the captain’s ND.
Entering the runway, the crew will confirm that the runway and approach are clear. The
F/O will:
 seat the cabin crew by announcing on the PA: “CABIN CREW, SEATS FOR
DEPARTURE”
 select strobes ON
 A/T to ARM
 ARM LNAV (as required)
 select Terrain (TERR) on the F/O’s ND
 transponder to TA/RA.
The crew will ensure that the departure routing is safe with respect to terrain clearance.
This gross error check requires the crew to ensure that terrain along the intended
departure track has been considered for adequate clearance.
The captain will turn off the taxi light.
– – – – – – – – – – – – – – – – – – – – – – – – – – – – – – – – – – – – – – – – – – – – – – – – –– –
MCP…………………..…………………………….............................................................................Set
Transponder ………………………………………….................................................................TA/RA
Fixed landing and strobes……………………………................................................................ON
Only when takeoff clearance has been received.
Retractable lights…………………………………………............................................................ON
The first officer completes the BEFORE TAKEOFF checklist.

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4. TAXI AND TAKEOFF
4.2.1 BEFORE TAKEOFF CHECKLIST - SOP

The Captain must carefully confirm that the required Flap and Stab Trim setting is set.
The F/O must monitor the Captain as this task is performed.
T/O Brief – Discuss:
 Packs – Verify AUTO

 Bleeds – Verify engine bleed air switches ON
 Speeds – Verify V1, Vr and V2 Set
 SID - include initial turn requirement
 Stop altitude - The captain shall first refer to the FMC LEGS page, then point to
and call the hard altitude previously noted or inserted. The captain shall then
point to the selected MCP altitude and confirm that it is the same value as on
the FMC LEGS page and call “SET.”
 Emergency Turn if applicable.
 Adverse weather should also be noted.
Cabin - Secure. When the CSS gives the cabin secure, the F/O will switch on the “No
Smoking” sign as a reminder that the cabin is secured.
F/O shall announce: “Before T/O checks complete to the line.”
Before entering the departure runway, verify that the runway and runway entry point
are correct.
Prior to entering or crossing a runway, either active or inactive, crews shall make a “Two
Phase” inter cockpit call. This “Two Phase” call requires the captain to establish with the
RHS pilot that the runway may be entered or crossed (e.g. “confirm cleared to enter” or
“confirm cleared to cross.”) This must be responded to by the RHS pilot (e.g. “affirm,
cleared to enter” or “affirm, cleared to cross.”)
The approach must be checked clear as much as possible (e.g. “approach is clear on the
left” or approach is obscured by fog” or “traffic on approach as expected.”) This must be
acknowledged by both pilots.
The aircraft strobe lights shall be switched on when entering or crossing a runway, either
active or non-active. When a runway is being used as a taxiway, the strobe lights may be
switched off until entering the active runway.
All checks, to the line should be either completed if entering the runway or held if
crossing.

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4. TAXI AND TAKEOFF
Once cleared to enter the runway, the captain shall call for the Before Takeoff checks
Below the Line. The co-pilot will carry out the Below the Line procedure before reading
the checklist aloud.
The captain will switch on the fixed landing lights, switch off the taxi light.

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4. TAXI AND TAKEOFF
4.2.2 Before Takeoff Checklist - Guidance
The Captain may delay the reading of the checklist until clear of the apron. It is essential
that the F/O confirms the captains responses to the before takeoff checklist, monitors
taxi progress and identify any errors. F/Os may be easily distracted from this critical
monitoring function. Remember READ – LOOK –LISTEN applies to all checklists including
the before takeoff checklist
Some pilots 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 performance limited runway as
the figures do now allow for such an extended line up allowance. In normal
circumstances, line up as expeditiously as possible in anticipation of a prompt takeoff
clearance from ATC.
Equally, it is rarely worth the possibility of putting a wheel off a paved surface in order
to grab an extra few meters for the take-off run. Performance calculations will have
demonstrated that the take-off can be safely completed by using the published lengths
(including line-up allowances)

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4. TAXI AND TAKEOFF
4.3 Takeoff Procedure - Pilot Flying and Pilot Monitoring < RYR
>
It is preferable to conduct a rolling takeoff as this greatly reduces the possibility of FOD
without significantly affecting takeoff performance.
MAP mode shall be used on both sides for departure. The captain will have WXR selected
for departure on their ND and will confirm that the intended departure routing is clear
of adverse weather and shall monitor the takeoff path for cell activity.
The first officer will have Terrain (TERR) selected on their ND for departure. The crew will
ensure that the departure routing is safe with respect to terrain clearance.
The PM shall have the LEGS page selected for all phases of flight. The RNP/ACTUAL is
displayed on this page so they can verify the aircraft is B-RNAV and/or P-RNAV compliant.
The PF shall have the page applicable to the current phase of flight selected (Takeoff,
Climb, Cruise, Descent). Approach and Progress pages are for reference only.
When aligned on the runway, proceed with the following:
PILOT FLYING PILOT MONITORING

Verify that the airplane heading agrees with the assigned runway heading by verifying the
ND track and MCP heading are matched.
Call “XXX/XXX” (ND Track/Runway Start timing.
Heading) “TIMING”
Advance thrust levers to a minimum of
40% N1.
Observe engine instruments stabilized and normal.
Call “STABILISED.”
After the call “STABILISED” from the PM,
push TOGA and call “SET TAKEOFF
THRUST” as the thrust advances towards
takeoff N1.
Note: The captain’s hand must be guarding the thrust levers as they advance.
Verify mode annunciation. Ensure thrust levers advance to takeoff N1.
Observe mode annunciation.
Note: In cases of extreme headwind, the

thrust levers may not advance to full N1. In

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4. TAXI AND TAKEOFF
this case, manually advance the thrust

levers as required.
Note: After takeoff thrust is set, the captain’s hand must be on the thrust levers until V1.
Monitor airspeed. Monitor airspeed indications and call out
any abnormalities.
Hold light forward pressure on the control Monitor engine instruments and call
column and maintain directional control. “TAKEOFF THRUST SET, INDICATIONS
NORMAL.”
Verify 80 knots and call “CHECK.” Call “80 KNOTS.”
Verify that A/T annunciation changes to

THR HLD by 84 knots.
Verify V1 speed. Call “V1”.
The V1 call must be completed by V1.
Rotate smoothly at VR. At VR call “ROTATE”.
Monitor flight instruments.
When a positive rate of climb is indicated, Verify that both VSI and altimeter indicate
call “GEAR UP” and continue rotation to a positive rate of climb and call “POSITIVE
takeoff pitch attitude. RATE” and move the gear lever to the UP
position.
Position retractable lights OFF.

Check flight instrument indications.
4.3.1 Takeoff Procedure – Pilot Flying and Pilot Monitoring - SOP

The standard Ryanair procedure is that the captain should have the weather radar on
and the F/O Terrain selected for T/O. However, this can vary if the captain deems it
necessary to have both on weather radar or Terrain for departure.
MAP mode shall be used on both sides for departure.
The PM shall have the LEGS page selected for all phases of flight. The ANP/RNP is
displayed on this page so they can verify the aircraft is B-RNAV and/or P-RNAV compliant.

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4. TAXI AND TAKEOFF
The PF shall have the page applicable to the current phase of flight selected (Takeoff,
Climb, Cruise, Descent.) APPROACH and PROGRESS pages are for reference only.
The Captain is responsible for the thrust levers throughout the take-off procedure.
The PF will advance the thrust levers to approximately 40% N1. Engine RPM increase
may vary considerably between the engines, particularly when there is a crosswind. The
difference in acceleration rates between engines is usually much more noticeable at
RPMs below 40% N1. The time taken for spool up from IDLE to 40% can differ by several
seconds between the two engines. If TOGA is pushed before engine RPMs are at 40% on
BOTH engines there may be a significant thrust asymmetry and there could be difficulties
with directional control. PM must ensure both engines N1 RPMs are at 40% before calling
“STABILISED”. The PF will push TOGA and call “SET TAKEOFF THRUST.”
As the thrust levers advance, the PF will keep his hand lightly on the thrust levers with
his thumb resting gently on the A/T disconnect switch.
Once Take-off thrust is set the Captain will keep his hand lightly on the thrust levers with
his thumb resting gently on the A/T disconnect switch.
Once the target N1 has been reached, the PM compares actual N1 with FMC TAKEOFF
pages, and will call “TAKEOFF THRUST SET.”
The PM will check the engine instruments on the upper DU and check for any pop-ups
on the lower DU and once satisfied will call “INDICATIONS NORMAL.”
When 80 knots is indicated on the speed-tape the PM will call “80 KNOTS”. Call “V1” and
ensure that the V1 call is completed as V1 is reached. Call “ROTATE” at the agreed Vr. PF
must commence rotation at the agreed Vr regardless of whether the PM has called it or
not.

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4. TAXI AND TAKEOFF
4.3.2 Takeoff Procedure - PF and PM - Guidance
To ensure that the radar is selected ON for take-off, the Captain should include the
Radar in the scan when responding to the “MCP” check on the Before T/O Checklist
- Below the Line.
It is preferable to conduct a rolling takeoff as this greatly reduces the possibility of

FOD without significantly affecting takeoff performance. Further, engine surge can
occur if T/O thrust is set prior to brake release. Therefore it is strongly advised that
a rolling T/O procedure is used even in crosswind conditions.
With very strong headwinds, the thrust levers may not advance to T/O N1 as
Throttle Hold will have engaged too early. In this case, manually advance the thrust
levers as required.
4.3.3 Takeoff Roll and Rotation - SOP

The PM should follow through on the rudder pedals, not interfering with the PF’s control
and be in a position to take control in case of pilot incapacitation.
Rotate at a rate of 2.0 to 2.5 degrees per second. Beware of a “dead band” around 10
degrees, and maintain a constant rate of rotation towards 15 degrees nose up to a pitch
limit of 20 degrees.
Flaps 5 are the standard flap setting for all departures. If there is a crosswind of 10 knots
or more, then no assumed temperature reduction is allowed.
Flaps 1 departures are only authorized for performance purposes and shall be flown by
the Captain. If Flaps 1 RTOW charts are not available then the Boeing Laptop Tool should
be used through Flight Operations.
Once airborne, accurately follow the F/D command bars matching the HDG if required.

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4. TAXI AND TAKEOFF
4.3.4 Takeoff Roll and Rotation - Guidance
A slight forward pressure on the control column should be applied until reaching 80
knots. Above 80 knots, relax the forward pressure towards neutral. For optimum T/O
and initial climb performance, initiate a smooth continuous rotation at Vr towards 15
degrees pitch up.
Tailstrike prevention procedures are discussed below and it must be stressed that a
proper rotation at the correct rate will not only avoid tailstrike, but also gives the best
aircraft performance.
4.3.5 Crosswind Takeoffs - Guidance
As the aircraft accelerates the crosswind will begin to push the tail which results in the
nose veering upwind and the aircraft tracking left or right of the centre line. Use rudder
to counteract this tendency. It is important to use smooth rudder pedal deflection as
pumping the pedal will make directional control difficult.
Maintain wings approximately level during the takeoff roll by applying control wheel
displacement into the wind. During rotation, continue to apply control wheel in the
displace position to keep the wings level during lift-off. The airplane is in a sideslip with
crossed controls at this point. A slow, smooth recovery from this sideslip is accomplished
after lift-off by slowly neutralizing the control wheel and rudder pedals.
For Take-off, 1 unit (6 degrees of aileron deflection) of into wind aileron is normally
sufficient. More than 1.5 units of control wheel deflection (10 degrees of aileron
deflection) will cause the Spoilers to deflect which in turn affects takeoff performance.
Spoiler deployment at this stage also increases the potential for tail strike.
Do not trim during rotation.

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4. TAXI AND TAKEOFF
4.3.6 Tailstrike Prevention - Guidance
Be aware of the following threats that increase the likelihood of tailstrike during takeoff:
 Improperly trimmed stabilizer

 Improper rotation technique - in gusty conditions you rotate at a speed equal
to if not greater than VR. Use the normal rate of rotation.
 Avoid rotation during a gust. If a gust is experienced near VR, as indicated by
stagnant airspeed or rapid airspeed acceleration, momentarily delay rotation.
 Incorrect Takeoff speeds - this has the same effect as early rotation.
 Excessive initial pitch attitude.
 Excessive use of aileron - this will cause the spoilers to rise which increases
drag, reduces lift and leads to over-rotation.
 Tailstrikes increase significantly with crosswinds in excess of 20 knots.
Tailstrikes that have occurred in Ryanair were in gusty wind and strong crosswind
conditions.
Many pilots mistakenly believe 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, greatly increases the possibility of a Tailstrike.
The FCTM is very clear in this area. Any reading of this document 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:
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.”
Continued on next page

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4. TAXI AND TAKEOFF
Continued from previous page
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
deployement. 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 this memo: -
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.”

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4. TAXI AND TAKEOFF

FCOM Volume 2
Page 9.20.5, 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:
Ops 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.
Ops 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 derate is
permitted, however assumed temperature thrust reduction is not permitted.
All Flap 1 departures shall be flown by the Captain as PF.

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4. TAXI AND TAKEOFF
4.3.7 FCTM Gusty Wind and Strong Crosswind Conditions - Guidance
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 performance limited gross weight Vr.
However do not rotate later than actual gross weight Vr+20 knots.
4.3.8 Summary
 If extra control wheel displacement is required to maintain 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.
 Do not rotate early or use a higher than normal rotation rate because this reduces
tail clearance margin.

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5. CLIMB
5 CLIMB
5.1 After Takeoff Procedure - PF and PM
Airmanship
The After-take off phase contains one of the last chances to catch an improperly
configured Air Conditioning and Pressurization System. This system could also be called
the Passenger Comfort and Life Support System so important is it in ensuring a pleasant
experience for our passengers and to ensure their safety. Again, DO NOT RUSH this
check. Below is sound guidance as to how to complete the check. Use the guidance
meticulously to ensure a safe flight. Lookout is important during this phase, especially
at those airports marked ‘VFR traffic’ on the RTOWs. A good lookout is more important
than expediting the after-take-off procedure.
 Terrain
 Traffic
 Weather
 Level bust
 Track deviations
 Pressurization mode selector, Pack and bleed configuration
5.1.1 After Takeoff Procedure - SOP

During flap retraction, the speed must not only be at the maneuvering speed for the
existing flap setting, but also showing an accelerating speed trend vector.
This is important in order to ensure that the aircraft is accelerating to the next flap speed
as the flaps are retracting.
Do not engage V/S until the flaps are up.
After “Flaps Up No Lights” an MCP climb selection should be made and the After Takeoff
checklist called for. The Standard climb mode is VNAV.

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5. CLIMB
If using VNAV, then any departure speed or altitude restrictions should be considered.
The pilot who sets the new MCP ALT should select ALT INTV if selected altitude exceeds
the altitude restrictions in the FMC CLB page and if an unrestricted climb has been
approved by ATC.
SPD INTV may be used to control speed when in VNAV at this stage of the flight.
During the after T/O Procedure the Air Cond & Press check should be read aloud
The Altimeters check is a challenge and response check.
Once the After Takeoff checklist is completed, consideration should be given to releasing
the cabin crew using the Attend call bell. The “No Smoking” sign should be switched off
when the cabin crews have been released.
5.1.2 “Twenty Five Hundred” Callout – Departure, Climb and Cruise

If an EGPWS “Twenty Five Hundred” callout occurs during departure, climb or cruise the
PF will call “Terrain Noted”. The PF will visually confirm that TERRAIN mode is selected
on the First Officer’s ND. The crew will consider the Terrain Display and ensure that the
intended routing is safe with respect to terrain clearance.
Consideration must be given to the MSA area if maneuvering near an airport or the
current active waypoint/safety height specified on the plog. If any doubt exists, turn
away from high ground immediately and confirm your location.

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5. CLIMB
5.1.3 After Takeoff Procedure - PF and PM - Guidance
It is Ryanair’s preferred policy to engage the A/P when the wings are level. Engaging the
A/P in a turn frequently results in a “Bank Angle” EGPWS warnings and OFDM alerts.
During complex SIDs it may be preferable to engage the autopilot at 1000/1500 feet while
being aware of the possibility of an Overbank.
If the PF wishes to fly the aircraft manually after 1000/1500 feet, then this should be
covered in the T/O brief.
In busy TMA’s, uncontrolled airspace or with weather/terrain/local traffic considerations,

the autopilot must be used in order to improve the situational awareness of the PF.
If an automatic switch over to a departure frequency is required, it should be activated

after takeoff, but no calls should be initiated to ATC as specified in NADP 1 and NADP 2.
Naturally you should respond to any ATC calls in good time.
As discussed in the Airmanship paragraph of this section, the Air Conditioning and
Pressurization is a very important check. The correct method is the reverse “L” technique:
 Start by calling the cabin DIFF (outer scale/long pointer) and checking the Cabin
ALT (inner scale/short pointer).
 Then check the cabin rate of climb and move to the Press panel. Check the
pressurisation selector is selected to AUTO. Check that the engine bleeds are on.
Check the bleed air duct pressure noting any split between engines.
 Now check the Air Cond panel, a good rule of thumb is to have the 3 temperature
gauges pointing at “A, U and T respectively. Monitor the forward and aft cabin
temperature in order to maintain 20-22 degrees C. Note that you are checking
two separate systems: -
 the Pressurization system.
 the Air Conditioning system.

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5. CLIMB
5.2 After Takeoff Procedure - NADP 1 - Pilot Flying and Pilot

Monitoring < RYR >

Maintain a minimum of V2 + 15 knots Monitor engine instruments and cross–
during initial climb. At light gross weight a check flight progress.
higher speed (up to
V2 + 25) may be selected, to synchronize
F/D pitch command and avoid
objectionable body attitude. Do not
exceed 20 degrees nose up.
Above 400 feet, call for appropriate roll Select/verify roll mode. Verify proper mode
mode, if required. Verify proper mode annunciation.
annunciation.
Verify flight mode annunciation.
At 1,500 feet AAL, verify the FMA displays At 1500’ AAL, verify automatic thrust
N1 and select CMD A or B. Call reduction to climb thrust. Call ATC as
“COMMAND A or B.” required.
At 3000 feet AAL call “BUG UP” and set the “BUG UP”
airspeed bug to “UP.”
Retract flaps on schedule. Position FLAP lever as directed and monitor

flaps and slats retraction. Call “FLAPS UP,
NO LIGHTS.”
Above 3,000 feet AAL, engage VNAV or Verify proper mode annunciation.
select normal climb speed and verify
annunciation.
Call “AFTER TAKEOFF CHECKLIST” when Position landing gear lever OFF, engine
flaps are up. start switches as required. Verify air
conditioning and pressurization are
operating and configured normally with a
positive pressure differential. When

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5. CLIMB
conditions permit, release the cabin crew

and switch the NO SMOKING switch to OFF.
Complete the AFTER TAKEOFF checklist.
CAUTION: To avoid the possibility of shoulder harness buckles snapping back and
pulling or damaging circuit breakers, hold both straps before releasing
and then allow straps to retract slowly to the stowed position.

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5. CLIMB
5.3 After Takeoff Procedure - NADP 2- Pilot Flying and Pilot

Monitoring < RYR >

Maintain a minimum of V2 + 15 knots Monitor engine instruments and cross–
during initial climb. At light gross weight a check flight progress.
higher speed (up to
V2 + 25) may be selected, to synchronize
F/D pitch command and avoid
objectionable body attitude. Do not
exceed 20 degrees nose up.
Above 400 feet, call for appropriate roll Select/verify roll mode. Verify proper mode
mode, if required. Verify proper mode annunciation.
annunciation.
Verify flight mode annunciation.
At 1000 feet AAL, select CMD A or B. Call “BUG UP”

“COMMAND A or B.” Call “BUG UP” and
set the airspeed bugs to “UP.”
Retract flaps on schedule. Maintain “UP” Position FLAP lever as directed and monitor
speed until reaching 3000 feet AAL. flaps and slats retraction. After calling
“SPEED CHECKS, FLAPS UP” call ATC as
required.
At 1500 feet AAL, verify the FMA displays At 1500 feet AAL, verify automatic thrust
“N1.” reduction to climb thrust.
Call “AFTER TAKEOFF CHECKLIST” when Above 3000 feet AAL, call “FLAPS UP, NO
flaps are up and above 3000 feet AAL. LIGHTS.” Position landing gear lever OFF,
engine start switches as required. Verify air
conditioning and pressurization are
operating and configured normally with a
positive pressure differential. When
conditions permit, release the cabin crew

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5. CLIMB
and switch the NO SMOKING switch to OFF.

Complete the AFTER TAKEOFF checklist.
Above 3,000 feet AAL, engage VNAV or Verify proper mode annunciation.
select normal climb speed and verify
annunciation.

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5.4 After Takeoff Checklist - SOP
When the PF calls for the after takeoff checklist the PM completes the items in the after
takeoff procedure.
The item “AIR COND and PRESS…SET” is read aloud and responded to by the PM.
The next items on the after takeoff checklist are read silently by the PM until they get to’
ALTIMETER…SET. This item is challenged by PM after STD has been set. The PF responds
“PASSING FL__ CLIMBING FL___.

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5.5 Takeoff Flap Retraction Speed Schedule < RYR >
T/O SELECT AT: (For all weights)

FLAPS FLAPS
25 15 V2 + 15
5 “15”
1 “5”
UP “1”
15 5 V2 + 15
1 “5”
UP “1”
10 5 V2 + 15
1 “5”
UP “1”
5 1 V2 + 15
UP “1”
1 UP “1”
 “UP” – Flaps up maneuvering speed.

 “1”, “5”, “10”, “15”. “25” – Number
 The PM response “Speed checks, flaps__” requires the PM to ensure that the
current speed is at or above the maneuvering speed for the existing flap setting
and showing an accelerating speed trend vector. It also allows the PF an
opportunity to correct a request for an erroneous flap setting and to confirm that
the PM is selecting the requested flaps setting.
Note: Limit bank angle to 15 degrees until reaching V2 + 15.
Note: When using NADP 1 and ATC or the assigned SID requires a level off altitude of
less than 3000 feet, the PF will call “BUG UP” at ALT ACQ and retract the flaps on
schedule.
Note: The A/P may be engaged at a later stage of flight if desired. The PF should make
it clear in the briefing stage as to when he plans to engage the A/P on the
departure. The earliest opportunity is at 1000 feet (NADP 2) or 1500 feet after
the A/T engages in N1 (NADP 1). If a later engagement is planned, the standard
callout at 1000/3000 feet AGL by the PF is “BUG UP.” The PM will position the fly
speed bug to UP and complete flap retraction on schedule at the PF’s command.
Note: V/S should not be used before the flaps are up.

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5. CLIMB
5.6 Altimetry Setting Procedures - Pilot Flying and Pilot

Monitoring < RYR >
Airmanship
SOP discipline is essential when changing altimeter pressure settings. This requires
close co-ordination between both crewmembers.
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.
It is essential that PM does not anticipate PFs call to set altimeter but rather waits and
monitors to ensure that PF has actually set the correct pressure setting. PF call
‘passing….feet’ should trigger a cross-check by both pilots of both altimeters and the
standby altimeter if below in descent or above MSA in climb.
The PF will lead all altimeter changes by calling “SET QNH ___/STD.” Whenever a change
is made to the altimeters, the PF will call the setting, passing altitude/level and the
cleared altitude/level.
Altimeters must be set to airfield QNH for takeoff.
When cleared to climb above transition altitude, and the aircraft is above 3000 feet AAL,
both pilots may set their altimeters to Standard.
The standby altimeter is set to Standard when climbing through MSA. While the standby
altimeter is the responsibility of the PF, it will normally be changed by the Captain when
above the MSA.
The maximum difference between the captain’s and first officer’s altimeter whilst flying
in RVSM airspace is 200 feet. Should a differential exist, the difference will be split and
ALT HLD mode will be used to control the airplane flight path.
On receiving clearance to descend to an altitude, both pilots will set QNH. Caution must
be exercised should an intermediate level off above transition level be issued by ATC in
which case STD must be re-selected.

RYANAIR PROCEDURES
Issue 2, Revision 3
B737-800
5. CLIMB
Whenever a change is made to the altimeters, the PF will call the setting, passing
altitude/level and the cleared altitude/level.
Crews must be aware that the altimetry system of all Boeing aircraft is subject to
temperature error and will only read correctly at a temperature of 15 degrees Celsius on
a standard day. Adjustments will be made to all MSA’s, approach altitudes, landing
minima and MFRA’s when the temperature is below 0 degrees Celsius. This information
may be found on the reverse side of the glareshield checklist

RYANAIR PROCEDURES
Issue 2, Revision 3
B737-800
5. CLIMB
5.7 Climb and Cruise Procedure - Pilot Flying and Pilot

Monitoring < RYR >
Set altimeters to STD when cleared above transition altitude and above 3000 feet AGL. If
the PF has not set STD on passing transition altitude, the PM reverts to the standard
callout “ALTIMETERS.” Both crewmembers shall then set STD.
Response: Challenge:
Call the exact passing level/altitude. Call “ALTIMETERS” when passing

FL100/10,000 feet.
“PASSING ___CLIMBING___, TEN CHECKS.”
Ten checks are performed aloud as
follows: “FUEL, LIGHTS, APU, AIRCOND
AND PRESS FASTEN BELTS, RECALL.”
Verify pressurization normal at FL200, 300

and 400 during the climb phase.
When cleared to final cruise level, confirm “CHECK”

MCP, FMC and flight altitude selection are
in agreement.
Call “FL___SET THREE TIMES.”
Ensure that a maximum 1000 feet per minute rate of climb is not exceeded during the
last 1000 feet when in RVSM airspace. It is generally preferred that VNAV is left engaged.
Follow RVSM procedures for the remainder of the flight.
Call for enroute NAVAID selections, as Select NAVAIDS.

appropriate.
Position the appropriate center tank fuel

pump switch OFF when the pump LOW
PRESSURE light illuminates.
Set MCP altitude selector for descent. Prior to top of descent, select and verify
the planned arrival procedure on the FMC.

RYANAIR PROCEDURES
Issue 2, Revision 3
B737-800
5. CLIMB
Verify FMC selections.
At top of descent point observe descent initiated and verify proper mode annunciation.
5.8 FL100 and “10 Checks”

Airmanship
The Press and Air Conditioning check in this sequence is the last chance for picking up
an improperly set Life Support System. Crews who have missed this opportunity and
subsequently encountered depressurizations have regretted not doing this check
properly. Take your time and make sure what is being displayed by the system
indicators is fully understood. It is SOP and good airmanship to check these items not
only at FL100 but also 200, 300 and 400 in both climb and descent.
Once above FL100 and after the “Altimeters” call, the PF will call for the “10 Checks”
which will be actioned by the PM. These will be said out loud in an unobtrusive manner
in the following flow:
 Fuel - Check fuel is balanced and if the centre pumps are required.
 Lights - Off. Turn off Retractable and fixed landing lights, runway turnoff light
and logo light.
 APU - Off. If the APU is on at this time then immediately check the
pressurization panel for a possible Bleeds Off T/O
 Press and Air Cond - PM call actual DIFF Pressure, check the Cabin Altitude and
then complete the reverse “L” method as previously described
 Seatbelts - AUTO at the captain’s discretion
 Recall – Checked.
5.8.1 FL100 and “10 Checks”

Use the acronym F.L.A.P.S and Recall to help remember the correct sequence.
There shall be no unnecessary conversation or operational paperwork from the parking

stand to FL100 and from FL100 to the arrival parking stand.
The PM should complete a silent scan of the overhead panel paying particular attention
to the Air Conditioning and Pressurization systems every 10,000 feet.
On short flights the captain may deem the completion of the PLOG or the gathering of
ATIS information as necessary for the safe and efficient operation of the flight. However,

RYANAIR PROCEDURES
Issue 2, Revision 3
B737-800
5. CLIMB
it is anticipated in normal operations that no paperwork is completed in the climb or

descent.
Once cleared to cruise level the PF will check that cruise altitude is set “3 times” i.e: -
 MCP Alt window

 FMC CLB page
 Press panel Flt Alt.
 121.5 on VHF 2 to enable required monitoring of distress frequency.
5.8.1 FL100 and “10 Checks” - Guidance
Once through FL100, the centre pumps should be switched on. When the fuel decreases
to 950 kgs, for aircraft with centre pump restrictions, the crossfeed valve should be
opened and the RH pump switched off. At the first indication of a centre tank fuel low
pressure light, the pump should be switched off and the crossfeed valve closed.
Note: When established in a level attitude at cruise, if the center tank contains usable fuel
and the center tank pump switches are off, the center tank pump switches may be
positioned ON again. If the center tank contains more than 453 kgs, the center tank pump
switches must be positioned ON. Verify the LOW PRESSURE lights extinguish. Position the
appropriate center tank fuel pump switch OFF when the LOW PRESSURE light illuminates.

Section 6
STANDARD OPERATING PROCEDURES
RYANAIR B737-800
Issue 2, Revision
3
6 CRUISE
6 CRUISE
6.1 Route Modifications < RYR >
The PM is responsible for all lateral (LNAV) route modifications. It is important to when
a “direct to” clearance is issued by ATC that the following procedures apply:
 PM, in LEGS page, promptly selects the desired WPT to the scratchpad, then
onto line 1L of page one.
 The PF selects PLN mode on their ND that allows this WPT to be confirmed,
then calls “EXECUTE”.
 The PM engages the EXEC prompt, confirms that the route modification has
occurred and calls “LNAV AVAILABLE”.
 The PF selects or confirms LNAV selection on the MCP/FMA, then calls “LNAV”.
Note: Only ABEAM points required are those related to FIR Boundaries during cruise and
ideally in the descent. Use FIX pages 1 and 2 in sequence with ABM selected during cruise
to depict FIR Boundaries. The FIX page has other functions from TOD.
“ABEAM POINTS” are not to be selected during P-RNAV operations.
After autopilot engagement, the PF is responsible for selecting all FMC changes to the
vertical profile. Prior to executing any changes, the PM must be made aware of the
change. The selected mode will be called by the PF.
The PF will request en route NAVAID selection from the PM. The PF should normally
select the ACTIVE CRZ page whilst the PM will normally select the LEGS page.
All lateral changes to the route will be carried out by the PM.
6.2 R/T Discipline - SOP
Correct ATC terminology is essential. Accurate read back of all clearances and
instructions especially when using the terms “Heading,” “Altitude” and “Flight Level” will
ensure that there is no confusion with ATC and therefore reduce the amount of time
spent speaking on the frequency. Always use the correct full callsign.

RYANAIR PROCEDURES
Issue 2, Revision 3
B737-800
6. CRUISE
Before leaving a frequency, it is important to pause in order to allow ATC the chance to
correct your frequency read back. On selecting a new frequency, it is important to pause
before speaking in order to not block ATC or other aircraft.
6.3 Climb and Cruise Procedures - SOP
All MCP mode selections shall be called by the PF and confirmed by the PM.
MCP altitude changes following an ATC instruction:
(1) ATC give instruction to change ALT/Level
(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.”.
Safety harnesses shall be worn below FL100 or in turbulence.
The rudder pedals shall be guarded by both pilots and the control column by the PF
below FL100.
Operating policy is not to have two heads in the cockpit at any time. Therefore, the
majority of FMC inputs in the air are carried out by the PM. The PF is responsible for any
FMC climb performance inputs. However, he may delegate these inputs to the PM, as
appropriate.
For unrestricted climb it is desirable for economy reasons to delete Climb 1 or Climb 2 in
the FMC N1 page.
Anticipate the use of engine/wing anti-ice during all phases of flight. Monitor the TAI
indications on the upper DU after the engine anti-ice switches have been selected ON.
Flight crews will reduce rate of climb to 2000 FPM at 2000 feet to level-off and 1000 FPM
at 1000 feet to level-off. This restriction will be observed below FL200 when operating
in busy TMA’s or high density traffic areas. This policy is in order to avoid unnecessary
TCAS warnings. However, it must be stressed that this does not relieve the crew of the
requirement to adhere to any ATC altitude or speed restrictions. Equally, it is acceptable
to monitor VNAV performance if it is within the above criteria.

Section 6
RYANAIR B737-800
Issue 2, Revision
3
6 CRUISE
When within 1000 feet of the cleared altitude there should be no distractions in the flight
deck and the ALT ACQ closely monitored by the PF.
Maximum use of the AFDS is recommended in busy TMA’s and uncontrolled or class D
and below airspace in order to ensure a good lookout and situational awareness.
During cruise, monitor 121.5 MHZ on VHF 2 and monitor UIR/FIR boundaries for correct
handover by ATC.
A SAIR should be completed if it is found that there is interference on 121.5 which

prevents a necessary call. The time, approximate location and any other relevant details
should be included in order to give ATC the required information to follow up on the
SAIR. Only by completing an SAIR in this way can we prevent interference on this
frequency.
6.4 Cruise Procedures
Airmanship
Although a relatively relaxed phase of the operation the cruise phase requires the flight
crew to be diligent, adhere to SOP and maintain good situational awareness
 Navigation error
 Prolonged loss of communication
 Jet upset
 Overspeed
 Under speed
 Clear air turbulence
 Thunderstorms
 Low arousal levels
6.4.1 Cruise Procedures - SOP

The following procedure shall be followed for frequency changes:
 The PF will enter the new frequency in the standby window on the RTP

RYANAIR PROCEDURES
Issue 2, Revision 3
B737-800
6. CRUISE
 The PM responds to ATC and notes the new frequency on the OFP
 The PM then crosschecks the frequency against the OFP before changing and
contacting ATC.
Climb, descent, single pilot on radio or autopilot disengaged:
 The PM will enter the new frequency in the standby window on the RTP while
responding to ATC.
The priority is to change the frequency correctly before writing down the new frequency
or ATC instruction on the OFP.
The PM shall enter the destination QNH from the METAR on the ‘landing card’ section of
the loadsheet. This serves as a gross error check when the crew reaches the destination
and are given the QNH from ATIS/Volmet or ATC.
The METAR is always entered on the loadsheet, ATIS/volmet is always entered on the
PFD QNH pre-selector.
If there is a difference between the METAR and the QNH given by ATIS/Volmet, then the
crew must question this and confirm the actual QNH with ATC.
If a non-precision approach is being flown the crew MUST confirm the QNH with ATC
before commencing the approach.
RVSM Altimeter Performance Record:
At intervals of approximately one hour, crosschecks between the primary and

secondary altimeters shall be made. The actual altitudes shall be recorded on the OFP.
Both altimeters need to agree within +/- 200 feet. Failure to meet this condition will
require that the altimeter system be reported as defective and notify ATC.
Complete the OFP as follows:
 The OFP fuel and time should be checked at the top of climb and at least once
every 30 - 60 minutes or at FIR boundaries
 Once the arrival time has been computed, then the PM will compare it with
the FMC PROGRESS page and advise the PF.
 Note the FIR boundaries, see below
 Put the next FIR boundary in the FIX page in anticipation of a fuel and time
check and frequency change

Section 6
RYANAIR B737-800
Issue 2, Revision
3
6 CRUISE
FIR Boundaries:
 It is important to note the FIR boundaries on the PLOG.

 The EET’s for all the FIR boundaries are given in the flight plan section of the
PLOG.
 The waypoints relating to an FIR boundary are clearly shown on the flight plan
 For any direct routing, the only abeam points required are those relating to FIR
boundaries
 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.
 Note: The only abeam points required are those related to FIR boundaries
during cruise and ideally in the descent. Use FIX pages 1 and 2 in sequence with
ABM selected during the cruise to depict FIR boundaries. The FIX page has
other functions from TOD.
6.4.2 Cruise Procedures - PF and PM - Guidance
Enroute Weather:
The “Plan to land at the nearest suitable airport” contingency is partly fulfilled by
awareness of the nearest suitable airport. This may be obvious when there is
widespread good weather in an area or shall be ascertained by obtaining enroute
weather reports. There is no requirement to obtain enroute weather when the
weather conditions are good.
In all cases, the preference will be to get weather for enroute Ryanair bases as these
are the most likely enroute diversion airports. Use the ND to pick the airports that are
required and then the Low Level enroute chart to find the ATIS. The frequency is listed
beside the airport ident. Spending a lot of time listening to VOLMET is not
recommended. Never try and get weather when monitoring the ATC frequency.
Always hand over the radio.
Where possible, the PF should hand over control and the radios to the PM not later
than 100nm before TOD in order to prepare for the arrival. On short sectors, the PM
should get the destination weather as soon as possible when in cruise. The PF should
then hand over control and set up the FMC etc. for the approach and briefing. On
sectors where it is difficult to get the destination weather, it is acceptable for the PF
to set up using the forecast until the weather becomes available.

RYANAIR PROCEDURES
Issue 2, Revision 3
B737-800
6. CRUISE
6.4.3 Climb, Cruise and Descent procedure - SOP

Re-engaging the autopilot (i.e. following TCAS RA, Stall recovery, Windshear Escape
Maneuver, Terrain Avoidance Maneuver, missed approaches from visual approach,
circle to land and low missed approach altitude) 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 assures 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 an call “Autothrottle Engaged”
Both pilot verify all mode annunciations in the FMA following each selection made on
the MCP
6.5 TCAS RA/Level Bust Avoidance < RYR >
Control column activation of CWS pitch mode when in ALT ACQ mode ensures
subsequent capture of the MCP selected altitude. The purpose of using CWS PITCH is to
override the ALT ACQ mode and to reduce ROC/ROD to a target of 500fpm. This will
prevent a Traffic Advisory (TA) developing into a vertical speed Resolution Advisory (RA)
i.e., ADJUST or MONITOR vertical speed.
The use of CWS PITCH in this context is only permitted with high rates of climb/descent
in the ALT ACQ mode and only after the aircraft has triggered a TA. When CWS PITCH
has been activated (through control column input) to reduce vertical speed, CWS PITCH
must be monitored until ALT ACQ is again annunciated or the Traffic Advisory threat has
passed.
ICAO guidance for ACAS training for pilots states: “If an RA manoeuvre is inconsistent
with the current ATC clearance, pilots shall follow the RA.” It follows that pilots are
required to level off at previously assigned altitudes/flight levels if doing so does not
conflict with the Vertical Speed RA. There is an industry wide recognition that poorly
handled Vertical Speed RA’s have developed into unnecessary or erroneous level busts.

Section 6
RYANAIR B737-800
Issue 2, Revision
3
6 CRUISE
It is important to understand that a Vertical Speed RA is different from all other RA’s:
 “Adjust Vertical Speed, Adjust” RA’s always require the pilot to reduce vertical
rate of the aircraft or to level off.
 “Monitor Vertical Speed” RA’s always require the pilot to avoid the vertical
speeds prohibited on the RA display.
Note: Transitioning back from CWS PITCH to ALT ACQ will only occur if CWS PITCH has
been engaged by manually overriding the original pitch mode.
DO NOT SELECT CWS ON THE MCP. If CWS is selected at the MCP FD is annunciated, the
FMA looks normal but the ALT ACQ facility is no longer armed. The aircraft WILL continue
through the MCP selected altitude.
6.6 Immediate Level off Procedure
There have been situations in which the crew has been instructed without notice to level
off at the present or rapidly approaching altitude either due to a tactical ATC re-
clearance or detection of a level bust.
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 shall be:
 ALT Hold
 Reset new MCP altitude
 Engage LVL CHG, as this will either climb or descend the aircraft to the
requested altitude.

RYANAIR PROCEDURES
Issue 2, Revision 3
B737-800
6. CRUISE
6.7 Fuel Procedures < RYR >
For aircraft with the new center pumps installed, no placard, the center pumps may be
switched on if the center tank contains more than 460kgs of fuel. Once the center pump
low pressure lights come on the pumps should be switched off. If the captain deems that
the amount of fuel in the center tank is insufficient to keep the low pressure lights
extinguished during takeoff he may elect to leave the center tank pump switches off until
passing FL100.
For aircraft with the old center pumps installed, placarded, the center pumps should not
be switched on for T/O with less than 2,300kgs of fuel in the center tank. Once through
FL100, the center pumps should be switched on. When the fuel decreases to 950kgs the
crossfeed valve should be opened and the RH pump switched off. At the first indication
of a center tank fuel low pressure light, the pump should be switched off and the
crossfeed valve closed. In the descent when there is less than 1400kgs in the center tank,
the center tank pumps shall be switched off.
6.8 Fuel Crossfeeding Procedure - Pilot Flying < RYR >
When fuel crossfeeding is required, refer to Supplementary Procedures chapter 12, Vol.
1.
Crossfeeding policy:
Prior to any crossfeeding operations, it is important to determine that a fuel leak does
not exist.
It is imperative to observe fuel flow, fuel used and total fuel quantity indications prior
to turning off any pump switches. Caution must be exercised when using the “LOW
SIDE PUMPS OFF” rule-of-thumb.
When in climb or descent - fuel crossfeeding should be accomplished if the IMBAL alert
is displayed.
Cruise - The PF will instruct the PM to accomplish crossfeed procedure as appropriate.

The PM will ensure correct operation of the crossfeed valve prior to turning off any
fuel pump switches. When the desired configuration is achieved, the PM will insert the
glareshield checklist between the two thrust levers to act as a memory device. When
approximately 20 kgs. of imbalance remains, the PF will instruct the PM to reconfigure

Section 6
RYANAIR B737-800
Issue 2, Revision
3
6 CRUISE
for normal operations. Prior to closing the crossfeed valve, it is important to ensure
the LOW PRESSURE lights are extinguished.
Scratchpad messages will only be cleared when both pilots have acknowledged the
information.
6.9 Transponder Use < RYR >

The transponder code may be changed without selecting STBY, but consideration should
be given to the entry sequence to avoid emergency codes.
6.10 Use of speed brakes in flight

The PF should keep a hand on the speedbrake lever when the speedbrakes are used in-
flight. This helps prevent leaving the speedbrake extended when no longer required.
Use of speedbrakes between the down detent and flight detent can result in rapid roll
rates and normally should be avoided. While using the speedbrakes in descent, allow
sufficient altitude and airspeed margin to level off smoothly. Lower the speedbrakes
before adding thrust.
In flight, do not extend the speedbrake lever beyond the FLIGHT detent. Speedbrakes
should be retracted before reaching 1,000 feet AGL.
Do not deploy the speedbrakes with flaps 15 or greater.

RYANAIR PROCEDURES
Issue 2, Revision 3
B737-800
7. DESCENT
7 DESCENT
7.1 Descent Procedure - Pilot Flying and Pilot Monitoring < RYR
>
Airmanship
Prior to commencing the DALTA process crews are strongly advised to anticipate and
discuss the specific threats that are associated with the imminent Descent Approach
and Landing. Subsequently, crews should be in a constant state of anticipation as the
descent, approach and landing phase progress.
The completion of a successful approach is dependent on the quality of the preparation

and briefing. This is of particular importance during Non Precision Approaches but is
true for all approaches and therefore we have established robust procedure in this
area. A good briefing does not have to be a long briefing. Throwing the kitchen sink
into a briefing just to try to cover all possible situations is counterproductive.
Conditions of strong tailwind in descent, or unfamiliar terrain or local customs, may

necessitate extra briefing.
Threats associated with the descent phase are:
 Overspeed
 Weather
 Terrain
 TCAS
 Navigation error
 Traffic
7.1.1 Initial Descent Procedures (TOD – FL150) - SOP

Flight Crew shall avoid operating on or listening to any frequency not required for current
operations from top of descent to engine shut-down on stand. The intention is that both
pilots are giving full attention to the active ATC frequency. All un-necessary calls to
handling agents, maintenance and un-necessary weather, are prohibited.

RYANAIR PROCEDURES
Issue 2, Revision 3
B737-800
7. DESCENT
Descents are normally flown in VNAV. An effective technique when descending from
high altitude using VNAV PATH is to select ALT INTV 5nm prior to TOD. This enables a
gentle transition from CRZ to ECON DESC.
Approximately 100NM prior to TOD at the latest, the PF will hand over control of the
airplane to the PM and begin the briefing. The flight crew must verify the correct
terminal procedure has been loaded.
For the Descent, the PF should select the DESCENT page and the PM should select the
LEGS page. Other pages may be selected temporarily, but the crew should revert to the
above.
When cleared for an approach the PF shall select PROGRESS page 4/4 which should
remain displayed throughout the approach for vertical and lateral deviation guidance.
The PM should select the APPROACH REF page after selecting landing flaps and should
re-select the LEGS page once the FLAPS challenge on the landing checklist is completed.
The captain will have WXR selected for the Descent and Approach on the left hand ND
and will confirm that the intended arrival routing is clear of adverse weather and shall
monitor the approach track and go-around for cell activity. The first officer will have
Terrain (TERR) selected on the right hand ND and both crew will ensure that the arrival
routing is safe with respect to terrain clearance.
Nothing in this procedure prevents either pilot alternately selecting TERRAIN or WXR as
required however, the default selections are as described above.
Flight crews shall reduce rate of descent to 2000 FPM at 2000 feet to level-off and 1000
FPM at 1000 feet to level-off, unless a restriction set by ATC or procedure exists. This
restriction shall be observed below FL200 when operating in busy TMA’s or high density
traffic areas.
In order to give crews a standardized format to help structure their approach setup and
briefing the use of the following acronym, D A L T A, is required. Note: this structure
should be used as part any approach, setup and briefing including non-normal situations
and following a go-around.
D - Descent
A - Approach
L - Land

RYANAIR PROCEDURES
Issue 2, Revision 3
B737-800
7. DESCENT
T - Taxi
A - Apron
Descent:
 Select DESC page

 FMC DESC page - Insert 250/100 and check the altitude restriction at CDU R1
 FMC Forecast page - Insert any 3 relevant forecast winds (ideally two
intermediate descent winds and FL100.) QNH and ISA corrections and TAI
ON/OFF altitudes where appropriate. NB, during the descent, selecting DIRECT
TO an appropriate waypoint updates the FMC wind data with the current wind
the point of selection.
 Verify the S.H. from the OFP, the MEA/MSA from the STAR & Approach plates
and Airspace classifications from the Airfield Brief
 Any Direct Routings, planned or received from ATC, must be checked for
Terrain Clearance against the most relevant source.
Approach:
 FMC DEP/ARR - Select the expected Arrival and Approach procedure. Modify
the STAR if necessary to ensure that the most likely track to be flown is active
 For Procedural Arrivals, select the appropriate Approach Transition
 FMC FIX - Line select the RWxx point in the LEGS page and insert into the FIX
INFO page. Where the RWxx point is not available on the LEGS page, manually
type RWxx into the FIX INFO page
 FMC FIX - Insert a 3 x altitude ring, 10nm ring and a 4 or 5nm ring for NPA’s
depending on the Landing Gate
 FMC LEGS - Identify each separate waypoint by referring first to the arrival
(STAR) plate and then to the CDU. Read across the CDU LEGS page line by line
to include lateral profile, tracks and distances between waypoints and vertical
constraints included in the Standard Instrument Arrival. Check for
reasonableness on the ND in MAP or PLN mode. Confirm speed/altitude
restrictions and Go-Around. Check the GP angle
 From the Jeppensen chart, verify the location of the MAP
 When planning a Circle to Land procedure, a 4.2nm range ring must also be
created using the Landing RWxx point
 Tune appropriate approach aids. Set courses on the MCP.
Land:

RYANAIR PROCEDURES
Issue 2, Revision 3
B737-800
7. DESCENT
 FMC PROG - Check the expected fuel to be used before landing

 Calculate the LDG weight and crosscheck against the Load Sheet for gross error
 Select the appropriate landing flap and VREF speed and complete the bug card
 Calculate LDG Distance and crosscheck against LDG Distance available (if
required)
 Select autobrake as appropriate
 FMC INIT REF - Ensure the correct ILS is set and check the runway length
 Independently check and set approach minimums.
Taxi:
 Identify and brief the taxi route. Identify runway intersections, potential
incursion hotspots and any single engine opportunities.
Apron:
 Check and locate the assigned stand number or expected parking area.
Use the above sequence to conduct your briefing. This will have the effect of keeping the
brief logical and reduces the chances of critical items being omitted.
The brief should also include the following where appropriate:
 Weather and NOTAM’s

 Airfield Brief - relevant details. Ops messages on the PLOG will confirm if a brief
is published for the destination or may provide other important information.
 Any other relevant details.
On short sectors it may be desirable to brief the airfield brief, safety heights, weather
and NOTAM’s on the ground before departure. The expected arrival and approach can
be loaded in the FMC.
Shortened Brief
It is acceptable to do a “Standard or Shortened Brief” for an ILS approach when flying to

a home base or to an airport for the second time on the same day. This should only be
accomplished when the weather is above CAT I limits, the aircraft is serviceable and both
pilots are familiar with the:
 NOTAM’s
 Airfield brief

RYANAIR PROCEDURES
Issue 2, Revision 3
B737-800
7. DESCENT
 Terrain
 Arrival in use.
The expected arrival should be confirmed through the FMC as should the approach. Use
APP REF page for an ILS. The approach chart briefing can then concentrate on the top
portion of the chart containing the following:
 ILS Frequency
 Course
 Glideslope altitude check (OM/4DME)
 Minima
 Airport elevation
 MSA
 Go-around.
Position the appropriate center tank fuel

pump switch OFF when the pump LOW
PRESSURE light illuminates.
Check and set VREF and approach speeds as
required.
Set anti–ice as required.
Verify pressurization set for destination
airport elevation and system operating
normally.
Set the AUTO BRAKE select switch to the
needed brake setting.
Call “DESCENT CHECKLIST.” Accomplish the DESCENT checklist.

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7. DESCENT
7.1.2 Initial Descent Procedures - PF and PM - Guidance
Descent Profile Management
Once established in the descent, frequently check if you are on profile or not. If high, above
FL100, then increase speed using SPD INTV and change the FMC descent speed. This will
generate a new and more efficient path based on current altitude. If high below FL 100,
slow down and increase drag as necessary and conform with recommended speeds of 220
at the IAF, 180 on base, 180 on final and 160 by 4nm.
Above FL100 extra drag can readily be obtained by increasing speed. A ‘mental model’ of
track miles to go versus altitude will highlight any possible need for additional track miles.
An orbit or dog-leg will often be a solution to a possible rushed approach, especially if
performed more than 10 miles from the airport at or above 3000 feet AGL. A mental cross-
check at 30(FL100?) track miles to go may make the difference between an early decision
to request extra track miles, or a rush and subsequent go-around. At lower altitudes the
recommended modes to achieve a CDA are VNAV (assuming it has been correctly
programmed in the first place and not ‘ruined’ by substantial shortcuts) or V/S combined
with observation of the green altitude range arc. It may be difficult to achieve a CDA in LVL
CHG unless speed remains constant.
You must back up all enroute navigation with ground based navaids. The routing should be
monitored by appropriate selection of VOR/ADF on the EFIS control panel.
The PA should ideally be given before or immediately after the descent brief and while the
PM has control of the aircraft. You should refer to the PA handy-dandy.
Landing Performance should be calculated as normal. Where possible, the descent checklist
should be completed before the descent begins.
MTRS should only be selected when operating in countries requiring altitude readouts in
meters. Use of MTRS can clutter the altitude page on the PFD and which can cause
problems especially on approach.

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7. DESCENT
7.1.3 Descent Procedures FL150 and Below - SOP

Position FASTEN BELTS switch ON

when passing through 15,000 feet.
Response: Challenge:
Call the exact passing level/altitude. Call “ALTIMETERS” when passing

FL100/10,000 feet.
“PASSING___DESCENDING___, TEN CHECKS.”
Ten checks are performed aloud as
follows:
LIGHTS: position fixed landing, turnoff

and logo lights on.
APU: check status
FASTEN BELTS: check seat belt sign ON
Check air conditioning and

pressurization
RECALL: check
BANK ANGLE: check 25
PA: “TEN MINUTES TO LANDING.”

Switch the No Smoking sign to ON
when Cabin Secure is received from the
CSS.
Note: When established in a level attitude, if the center tank contains usable fuel and
the center tank pump switches are off, the center tank pump switches may be
positioned ON again. If the center tank contains more than 453kgs, the center
tank pump switches must be positioned ON. Verify the LOW PRESSURE lights
extinguish. Position the appropriate center tank fuel pump switch OFF when the
LOW PRESSURE light illuminates.

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The seatbelt sign shall be switched on or recycled if already on.
7.1.4 Below FL100 - SOP

At FL100 and after the “Altimeters” call, the PF will call for the “10 Checks” which will be
actioned by the PM. These will be said out loud in an unobtrusive manner in the following
flow:
 Fuel - Check status of crossfeed and centre tank fuel pumps

 Lights - Fixed landing lights, runway turnoff lights and the logo light
 Angle of Bank - 25 degrees
 Air Cond and Press - The reverse “L” method as previously described
 Seatbelts - ON
 Recall.
 PA – “10 Minutes to Landing”
Use the acronym F.L.A.P.S. and Recall to help remember the correct sequence.
When operating in Class A, B or C airspace, crews are restricted to 250kts below FL100
descending unless otherwise instructed. Crews should decline ATC offers of discretionary
high speed below FL100 and request standard speeds. If a higher speed than 250kts
below FL100 is instructed by ATC, crews shall fly this speed as instructed.
7.1.5 Below FL100 – Guidance
Having been given specific clearance to fly at “High Speed” below FL100, that speed
should be entered into the FMC Descent page and the VNAV Path constructed around
it. In this case it is acceptable to change the FMC Speed restriction from 250/100 to
250/60. These measures allow continued use of the VNAV profile while retaining its
protection.
Altimeters
When cleared to an altitude, QNH should be set and standard Ryanair altimetry
procedures will apply:
 PF will call “QNH___SET” ensuring that the correct QNH is set on both
altimeters. Call “PASSING ___ DESCENDING ___ FEET” any flags noted and
standby altimeter set.
 The PM will crosscheck his/her instruments and call “CHECK.”

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Approach Checks
The change from STD to QNH is the trigger to complete the Approach checks. The
acronym FRISC is used to guide a pilot through the necessary features of the Approach
Checks:
F- Frequencies set for the approach – including the ADF frequency if relevant.
R-Rings- Ensure that the Fix Distance Rings are correct for the selected runway.
I- Idents (Aural Idents of the Nav Aids are acceptable).
S- Standby instruments – checked.
C- Courses.
Failure to change the range ring fix following a runway change can lead to an
undesired aircraft state if landing gear extension is based on a range ring centered on
the original runway. EGPWS “TOO LOW GEAR” alerts have been received by crews who
have extended the gear much closer to the active runway based on an incorrect range
ring. A TOO LOW GEAR alert means that there is “Unsafe terrain clearance at low
airspeed with landing gear not down.”
Once the CSS has given the cabin secure, the “No Smoking” sign should be switched on as a
reminder that the cabin is secure.
7.1.6 Below FL100 - Guidance
For all vectored ILS approaches and instrument approaches, using VNAV Continuous
Descent Approach (CDA) for a Low Drag Approach (LDA) is the preferred descent profile
to be flown. This is especially true for all approaches in the UK where our profiles are
monitored. We do not do CDA approaches for any V/S NPA’s. Nor do we practice V/S
NPA’s at any of our bases. VNAV NPA can be a CDA and LDA to 4/5nm
Selecting anything other than Auto or Normal on the Display Source panel is not
authorized for normal operations.

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7.1.7 “Twenty Five Hundred” Callout – Descent and Approach

When the EGPWS “Twenty Five Hundred” callout occurs during descent or approach the PF
will call “Terrain Noted”. The PF will visually confirm that TERRAIN mode is selected on the
First Officer’s ND. The crew will consider the Terrain Display and assess the callout for
Altitude/Distance logic to the landing runway and ensure that the intended routing is safe
with respect to terrain clearance.
Nothing in this procedure prevents either pilot alternately selecting TERRAIN or WXR as
required however, the default selections are as described above.

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8. APPROACH
8 APPROACH
8.1 Approach Procedure - Pilot Flying and Pilot Monitoring <

RYR >
For the Descent, the PF should select the DESCENT page on their CDU and the PM should
select the LEGS page. Other pages may be selected temporarily, but crew should revert
to the above.
When cleared for an approach the PF shall select PROGRESS page 4/4 which should
remain displayed throughout the approach for vertical and lateral deviation guidance.
The PM should select the APPROACH REF page after selecting landing flaps and should
re-select the LEGS page once the FLAPS challenge on the landing checklist is completed.
When cleared to an altitude and no approach delay is anticipated, the following

sequence of preparing for the approach will be observed.

Set and crosscheck altimeters at transition level or when cleared to an altitude. If PF has
not set QNH by transition level, the PM reverts to the standard callout “ALTIMETERS.”
Both crewmembers shall then set QNH.
“QNH____SET, PASSING____
DESCENDING ___FEET, ___ FLAGS,
STANDBY ALTIMETER SET.”
Scan using the following memory aid:
F - Frequencies (ADF and VOR)

R - Rings
I - Idents
S - Standby instruments
C - Courses.
Call “APPROACH CHECKLIST.” Accomplish the APPROACH checklist.

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PA: “CABIN CREW, SEATS FOR LANDING”

approximately six miles from touchdown
Call for flap extension according to flap Position FLAP lever as directed and monitor
speed schedule and set flap manoeuvre flap and slat extension.
speed as required.
Note: For flap selections between 1 and
15, call for flaps position only when the flap
is indicating the required position with a
green light.
Approaching selected MCP altitude, verify level off and mode annunciation.
8.2 Stabilised Approaches < RYR >
A stabilised approach, by Ryanair definition:
 be at the correct final approach speed or correcting if less than VREF or greater
than Vref +20
 the vertical speed is proportional to the current ground speed
 V/S is not more than 1000fpm continuously unless required by the published
procedure and briefed prior
 on profile and in the landing configuration
 engine N1 at appropriate thrust settings
VNAV and V/S NPA requires LG Down and Flap 15 selection at 5(IMC)/4(VMC) nms,
thereafter configure to landing configuration to be stable at 1000ft AAL (White Landing
Altitude Reference bar) in IMC and 500ft AAL (Amber Landing Altitude Reference bar) in
VMC.
During all non-precision approaches the point at which the landing configuration
selections commence (i.e., gear down/flaps 15) may be modified and briefed at the
captain’s discretion.
It should be noted that the wind that we use for landing calculation is that reported by
ATIS or the tower, not the wind in the PROGRESS page of the FMC on approach.
To calculate the fly speeds use half the headwind component plus the entire gust.

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To calculate the Crosswind component use the entire calculated crosswind component
from the Preamble plus half the gust.
The maximum approach speed should not exceed VREF + 20 knots or landing flap
placard speed minus 5 knots, whichever is lower.

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8.3 The Landing Gate < RYR >
The aircraft shall be stabilised by the Landing Gate.
The Landing checklist shall be completed to “Landing lights.”
If not, a Go-Around is mandatory.
The Ryanair Landing Gate is defined as:
Precision Approach/Non-Precision IMC 1000 feet AAL

Approach
Precision Approach/Non-Precision VMC 500 feet AAL
Approach
Visual Approach VMC 500 feet AAL
Circling Approach or Sidestep 300 feet AAL

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8.4 Flap Policy – Guidance
Ideally using flaps as speedbrake is not recommended. However, there are

circumstances when flaps AND speedbrake will be used in the course of normal
operations. When executing a CDA it will often be necessary to “go down and slow
down”. Combining Flaps 1, 2, 5 or 10 with speedbrake can assist in deceleration and at
the same time give a useful rate of descent. The configuration of Flaps 5, Speedbrake
at Flight Detent and a speed of 220kts is an effective initial speed/configuration mix.
To assist further deceleration use 180kts, flaps 10, and Speedbrake to Flight Detent, if
necessary. This will give the best rate of descent per nautical mile.
Ideally, the use of Flaps 25 or Flaps 30 as an intermediary setting when landing Flaps
40 is desirable. It is best procedure to select the next flap setting when within 10 knots
of the minimum speed for the existing flap configuration.
 Plan for Flaps 5 or more and 180 knots or less at glideslope interception. This
is correct for all final approach paths.
 Ideally the following procedures are used for flap extension:
o Select flaps 1 when decelerating through the flaps–up maneuvering
speed, displayed on the airspeed display as a “UP.”
PF PM
“Flaps 1” “Speed checks”
Set flap 1 maneuvering speed as Set the flap lever as directed. Monitor
required. flaps and slats extension.
“Flaps 1” (when flap indicating correct
position)
position)
position)

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Set the flap lever as directed. Monitor
flaps and slats extension.
position)
“Gear Down, Flaps 15, Landing Checks” “Speed checks” (Select gear down)
Set flap 15 maneuvering speed (Confirm speed is within Flaps 15
extension limits) Select Flaps 15 and
allow flaps to extend.
position)
Commence Landing Checks.
Flaps 25/30/40 “Speed checks”
Set desired fly speed Confirm speed is within the flap
extension limits.
Select requested flap.
Landing flap position will be confirmed
during the Landing Checks
o The PM response “Speed checks” requires the PM to ensure that the

current speed is not in excess of the limit speed for the flap setting.
It also allows the PF an opportunity to correct a request for an
erroneous flap setting and to confirm that the PM is selecting the
requested flaps setting.
Note: Flap maneuver speeds provide approximately 15 to 20 knots above the

minimum maneuvering speed for each flap setting. Once the new flap maneuver speed
has appeared on the PFD airspeed indicator, the PF shall set this new maneuver speed
unless a higher speed is required by ATC.
If the flap maneuvering speeds cannot be displayed, reference the Performance In–
flight section for speed schedules.

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8. APPROACH
When on final approach in landing configuration, it is not recommended to set the A/T
command speed to allow for wind or gust corrections unless a manual landing is
anticipated. Through airspeed and acceleration sensing, the A/T corrects for normal
wind gusts. Higher command speed settings result in excessive approach speeds. The
recommended A/T approach speed setting is VREF + 5.
The maximum approach speed should not exceed VREF + 20 knots or landing flap
placard speed minus 5 knots, whichever is lower.

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8. APPROACH
8.5 Flap Extension Schedule < RYR >
Current Flap At Speedtape Select Flaps Command Speed

Position “Display” for
Selected Flaps
UP “UP” 1 “1”
1 “1” 5 “5”
5 “5” 15 “15”
15 “15” 30 or 40 (VREF30 or
VREF40) +
wind additives
Ideally the use of flaps 25 or flaps 30 as an intermediary setting when landing flaps 40 is
recommended. Use flaps 2 and flaps 10 as required to comply with speed restrictions.
8.6 Extending the Centerline < RYR >
Crews should avoid extending the centerline whenever possible. Selecting "direct to" an
appropriate waypoint when on radar vectors provides more accurate descent
information.
When radar vectored for approach and LNAV will be used on final approach on an NPA
or APV, when on base leg request the PM to Extend the Centerline from the descent
point.
CAUTION: When the approach track is offset, extend using the approach front
course and not the runway centerline.
8.7 Autobrake, Reverse Thrust and Flap - SOP
All Landings, a Serviceable Aircraft, No Applicable NNCs
The PF, with the agreement of the Commander shall decide on the Landing Flap,
Autobrake and Reverse Thrust settings having consulted the QRH, PI section. When a

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8. APPROACH
plog note or Airfield Brief specifies a particular landing configuration and/or technique
these configurations/settings shall be used.
A minimum of Idle Reverse Thrust shall be used for all landings along with Autobrake 0-
1-2-3-Max as appropriate. Where the use of higher Autobrake brake settings causes
turnaround brake cooling issues, Reverse Thrust settings greater than idle shall be used.
Idle Reverse Thrust therefore shall be used in normal flight operations with braking
action GOOD or better as follows:
 On last flight of the day at all Ryanair bases.

 On the last flight of a series of flights when there is at least a 60 minute
turnaround.
 Last landing prior to aircraft going out of service.
 Any landing when the turnaround schedule will not be adversely affected by
the sole use of Autobrake.
The Commander is encouraged to use a combination of Flap/REV THR/AUTO BRK in

order to exit the runway at a particular exit to minimize the taxi time to stand.
Note: The operational objective is to minimize runway occupancy times consistent with
safety of operations.
Safety
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.
When required, up to and including MAX REV THR may be used.
Reverse Thrust Detents and Max Reverse
First detent reverse thrust is IDLE REV. Second detent reverse thrust is approx. 75% N1.
MAX REV THR is approx. 82% N1.

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8. APPROACH
8.8 Visual Approach < RYR >
Definition:
An approach where either part of, or all of an instrument approach procedure is not
completed and the approach is executed with visual reference to the terrain.
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:
The runway must be in sight and remain in sight during the visual approach.
General:
Self maneuvering night time visual approaches are prohibited.
A visual approach cannot be conducted unless the Ryanair “Double Brief” has been
completed.
Visual approaches shall be conducted by Commanders and experienced F/Os (>500 hrs
in RYR)
Except where there is an existing FMC approach for the runway, the pilot should
generate an RX point at 4.0nm from the runway threshold with a 3 degree glide path (or
PAPI glide path angle, if available.) The corresponding altitude at this point should be
made a “hard altitude” in the FMC. The pilot should use LNAV track and VNAV path
information for guidance. When cleared for the approach and terrain clearance is
guaranteed, select ‘direct to’ the RX point. Once the “Direct To’ has been selected, the
PF shall review the path and shall not turn final unless on path +/-400’.
Crews shall plan to be established on final approach with the landing gear down and
flaps 15 by 4nm from the runway.
The landing gate for a visual approach shall be Land Alt plus 500 feet, which shall be set
on the BARO MINS. The EGPWS, “FIVE HUNDRED” callout will act as a minimums call.

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The pilot should maximize the use of the AFDS. 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 minimums.
Visual Approach with an Existing FMC Straight-In procedural Approach for the runway:
The crew can adapt any FMC arrival 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 go-around.
The PF shall identify and agree to a point on the approach that equates to not less than
4nm from the runway and plan to be established at or before this point with the landing
gear down and flaps 15 extended. Once the ‘Direct To’ has been selected to this point
the PF shall review the path and shall not turn final unless on path +/- 400’.
Other than in the circumstances described above, crews should use the runway
extension option in the FMC.
Other Visual Approaches:
 Without an existing Procedural Approach for the runway

 With an offset existing Procedural Approach for the runway.
Crews must exercise caution before accepting a visual approach to either of the above
types of runway.
If no procedural approach exists, there could be a terrain issue which precludes the use
of normal PANS OPS criteria for constructing an approach. This could make that runway
unsuitable for a straight in visual approach. If any doubt about terrain clearance exists,
the visual approach must be refused.
A significant offset to the front course of a published approach will almost always be the
result of a terrain issue that affects the straight-in track. The commander must decide
whether the offset and the reason for it allow complete clearance from terrain during
any visual approach. If any doubt about terrain clearance exists, the visual approach
must be refused.
Go-around instructions must be agreed with ATC (if none are published) and followed
using TOGA, HDG SEL, VOR/LOC and MCP altitude.

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8.9 Timed Approaches < RYR >
Timed non-precision approaches are approved for Ryanair Operations.
All Ryanair aircraft shall observe the maximum ICAO recommended speeds of 220 KIAS
at the IAF and 180KIAS on inbound turn (particularly important.)
1. Cross the IAF with F1 (220kts max.)

2. Proceed outbound as per published timing.
3. Commence the inbound turn F5 (180kts max.)
4. Select gear down and F15 and do the landing checks. (5 mile ring when using
VNAV or established on inbound QDM when using V/S.)
5. F30/40 and descend to MDA (max V/S 1000/miin.)
6. At MDA, if unable to continue to a successful landing, initiate a standard
missed approach procedure.
If the approach is available in the FMC Nav database:
(a) LNAV may be used as the magenta line takes into account the timing limitations of
the outbound leg.
(b) VNAV may be used subject to: An appropriate path with the MAP at or before the
runway threshold, and/or a glidepath is published on the LEGS page.
Note: The Double Brief covers all operational issues and the use of the 5 mile ring from
the RWxx point identifies the configuration point.
Note: Use published minimums adjusted as per normal SOP.
If the procedure is not available in the FMC Nav database:
(a) Use HDG SEL + V/S
(b) The MDA shall be the published MDA + 300’ or 1000’ AAL, whichever is higher.
(c) Once established on the inbound QDM, gear down F15 LDG checks.
Note: For V/S NPA’s use the published GS/ROD guidance in the Jeppesen approach chart.
A three degree ROD can be calculated by GS x 5 e.g. 160kts x 5 = 800fpm.

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8. APPROACH
8.10 Surveillance Radar Approaches, SRA <RYR>

Definition:
An SRA is a Non Precision Approach (NPA) where the radar controller gives heading
instructions to position the aircraft on final approach. The controller will instruct the
crew to commence descent.
During final approach the controller will give the crew their distance to touchdown and
advice the altitude they should be at.
An SRA is usually terminated at a range of 2NM from the runway threshold but could
terminate as close as 0.5NM from threshold.
General:
An SRA cannot be conducted unless the Ryanair “Double Brief” has been completed.
Where the missed approach procedure is not included on the SRA Chart, the missed
approach procedure including stop altitude must be verified with ATC prior to
commencement of the approach.
A missed approach must be executed immediately in the event of a radio failure.
Establish the descent point. In the FIX Page enter a 10 NM ring and a ring that coincides
with the expected Descent Point.
If an approach with identical missed approach is available in the FMC select it for
missed approach guidance. If not create an RX point at the descent point with the
published glide path angle for display on the ND.
Set revised MDA on the BARO MINS. Use HDG SEL and V/S. Aim to leave the platform
altitude in landing configuration.
PM calls out advisory altitudes Vs distance as required.
The controller will expect verification of gear down and locked on final.

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PF may call visual at any time when sufficient visual cues are established. The controller
will then terminate guidance.
Procedure:
1. PM calls “Approaching Descent” 2 NM before Descent Point

2. PF confirms ALT HOLD and calls “XXX feet set” (Revised MDA)
3. Select Gear Down and flaps 15 at 1 NM before Descent Point
4. Select Landing Flaps 0.5 NM before Descent Point
5. Commence Descent when instructed by ATC
6. At MDA, if unable to continue to a successful landing, initiate a standard missed
approach procedure

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8.11 CDA Approaches – Guidance

CDA approaches can be demanding, especially on occasions when short cuts place the
aircraft above the profile. ”joining the dots” by selecting a DIRECT TO an appropriate
waypoint keeps the VNAV path information accurate. This is far preferable to blindly
extending the centerline which only removes useful VNAV path guidance.
Effective use of AFDS can reduce workload and help avoid rushed approaches while
complying with the requirement to perform a CDA. Use of LVL CHG makes CDA descent
path control quite difficult since allowance must be made for distance covered during
any speed changes and it takes experience or careful thought to be able to estimate this
accurately. Use of V/S and the green altitude range arc makes flight path control very
easy while speed control can be easily achieved by use of speedbrake and flaps if needed.
LVL CHG is the better choice at times when max descent rate is required.
8.12 500 Continue/500 Go-Around Call < RYR >
In order to make the “500 Continue” call, the PM must have established the following:
 Speed - VREF to VREF + 20 knots

 Vertically - on glidepath (+/- 1 dot or 3 reds or 3 whites)
 Laterally - on centerline (+/- 1 dot)
 Appropriate thrust set
 Landing checklist completed (except landing lights).
 and the vertical speed is proportional to the current ground speed, but not
more than 1000fpm unless briefed prior
If any of these parameters cannot be confirmed, the call shall be “500 GO-AROUND”
8.12.1 500 Continue/500 Go-Around Call - SOP

The “500” call on approach is a vital safety tool. Pilot must react to a 500 “GO-AROUND”
call as they would to an autoland “Go-Around” call. There should be no discussion at this
point just an immediate go-around.

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Corrections to maintain a stabilized 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 Landing checklist is considered complete at the LDG Lights, from a LDG Gate point
of view. If the PF is flying manually, then the PM will switch the LDG lights on once
cleared to Land.
The Ryanair Board of Directors requires a go-around be executed if a crew receives an

EGPWS hard warning below the Landing Gate.

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8.13 Landing Procedure Autoland - Pilot Flying and Pilot

Monitoring < RYR >
PILOT FLYING (F/O) PILOT MONITORING (CAPT)
When on localizer intercept heading and

within ILS Designated Operational
Coverage (DOC), verify the ILS is tuned and
identified, LOC and G/S pointer are
correctly displayed, arm the VOR/LOC
mode when cleared to establish on the
localizer.
Verify mode annunciation.
At localizer capture verify proper mode Verify proper mode annunciation.

annunciation and call “SET RUNWAY
HEADING ____ °” or “RUNWAY HEADING
____° SET.”
When cleared for the approach, arm the Verify proper mode annunciation.
APP mode and engage the second
autopilot.
At 5 NM, call “GEAR DOWN”, “FLAPS 15." Position landing gear lever DN, FLAP lever
Call “LANDING CHECKLIST DOWN TO to the 15 detent. Position engine start
FLAPS.” switches to CONT. Arm speed brake. Check
RECALL.
Accomplish the LANDING checklist down to

flaps. Call “HOLDING AT FLAPS.”
At glide slope capture, verify proper mode annunciation, check N1 reference bug at the
go–around limit and set missed approach altitude.
“XXXX FEET SET.” “GLIDESLOPE CAPTURE.”
The PF shall point to the Missed Approach Altitude on the FMC LEGS page and call “XXXX
FEET.” The PF shall then set that Missed Approach Altitude in the MCP Altitude, point to
it and call “SET.”

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8. APPROACH
Call “FLAPS 30/40” as required for landing. Position FLAP lever as directed.
Set ____ knots.
Set speed.
Call “COMPLETE THE LANDING Complete the LANDING checklist.

CHECKLIST.”
Call: “OM___FEET, FLAGS/NO FLAGS.” Call: ALT CHECKS, FLAGS/NO FLAGS.”
Monitor autopilots as required. Monitor approach progress.
Call: “PASSING ___ RADIO, FLARE ARMED.” At 500 feet RA call: “500 RADIO FLARE
ARMED.”
Call: “CHECK.” GPWS “PLUS HUNDRED.”
The captain starts looking for visual cues

and places his/her hand beneath the first
officer’s hand.
GPWS “MINIMUMS.” Call: “LAND or GO–AROUND.”
If “LAND,” lift hand to remove the first

officer’s from the thrust levers, assume
control and monitor flight path to
touchdown. Select reverse thrust and
disengage the A/P after nosewheel
touchdown.
If the captain calls “GO-AROUND” push Call: “LAND or GO–AROUND.”

TOGA and call “GO-AROUND, FLAPS 15.” If
the call is “LAND,” relinquish control and If “LAND,” assume control and monitor
monitor the flight instruments and flight path to touchdown, select reverse
systems throughout the landing. Bring thrust and disengage the A/P after
failures to the attention of the captain. nosewheel touchdown.
At approximately 50 feet AGL, verify FLARE is engaged. Ensure the autothrottle retards
the thrust levers to idle by touchdown. The first officer will remain on instruments until
taxi speed.

RYANAIR PROCEDURES
Issue 2, Revision 3
B737-800
8. APPROACH
8.14 Landing Procedure Single Channel or Manual - Pilot Flying

and Pilot Monitoring < RYR >
When on localizer intercept heading and

within ILS Designated Operational
Coverage (DOC), verify the ILS is tuned
and identified, LOC and G/S pointer are
correctly displayed. Arm the APP mode
when cleared for the ILS.
At localizer capture verify proper mode Verify proper mode annunciation.

annunciation and call “SET RUNWAY
HEADING ____ °” or “RUNWAY HEADING Select appropriate heading, if required.
____° SET.”
At 4nm, but not later than 3.5nm, call Position landing gear lever DN, FLAP lever to
“GEAR DOWN”, “FLAPS 15." Arm speed the 15 detent. Position engine start switches
brake and check green light illuminated. to CONT. Check RECALL.
Call “LANDING CHECKLIST DOWN TO
FLAPS.”
Accomplish the LANDING checklist down to

flaps. State “HOLDING AT FLAPS.”
At glide slope capture, verify proper mode annunciation, check N1 reference bug at the
go–around limit and set missed approach altitude.
“XXXX FEET SET.” “GLIDESLOPE CAPTURE.”
The PF shall point to the Missed Approach Altitude on the FMC LEGS page and call “XXXX
FEET.” The PF shall then set that Missed Approach Altitude in the MCP Altitude, point to
it and call “SET.”

RYANAIR PROCEDURES
Issue 2, Revision 3
B737-800
8. APPROACH
Call “FLAPS ____” as required for Position FLAP lever as directed.

landing. Call: “____ KNOTS” or “SET ____
KNOTS.” Set speed.
Call “COMPLETE THE LANDING Complete the LANDING checklist.

CHECKLIST.”
Call: “OM ___ FEET, FLAGS/NO FLAGS.” Call: ALT CHECKS, FLAGS/NO FLAGS.”
Monitor autopilot as required. Monitor approach progress.
At 500 feet to touchdown call: “500

CONTINUE” or “500 GO-AROUND”.
Call: “CHECK.” GPWS “PLUS HUNDRED”
When sufficient visual reference

established, at or before minimums, call
“RUNWAY/ LIGHTS IN SIGHT
/AHEAD/LEFT/RIGHT.”
Call: “LAND” or push the TO/GA switch
and call “GO–AROUND, FLAPS 15.” GPWS “MINIMUMS”
Call: “GO-AROUND” if visual reference not

achieved.
The go-around must be initiated by DA. Therefore, at the minimums call, it is important
that the PF, without delay, accomplishes the go-around. It is not necessary for the PF to
search for visual cues at this point. The PM shall call the visual cues as they become
apparent. If the PF has not heard any visual cue calls from the PM, it is safe to assume
that no visual cues have been received. Execute a go-around.

RYANAIR PROCEDURES
Issue 2, Revision 3
B737-800
8. APPROACH
8.14.1 ILS Approach - Guidance
Where possible a CDA and low drag type approach shall be accomplished. This provides
the best noise footprint and lowest fuel burn. Careful construction of the descent profile
for CDA approaches is required. It is best practice to continually update the VNAV descent
profile by going “Direct To” a convenient waypoint on the approach. When this is no
longer practicable, the centre line may be extended. V/S should then be used in order to
finesse G/S capture.
Aim to be within 10 knots of the Up speed before selecting Flaps 1 and the maneuvering
speed for each other configuration change. On G/S interception, maintain Flaps 5/10 as
required in order to maintain correct speed. Passing 4 DME select landing gear down,
Flaps 15 and landing check before 3.5 DME.

RYANAIR PROCEDURES
Issue 2, Revision 3
B737-800
8. APPROACH
8.15 Low Visibility Approaches - Guidance
As we only carry CAT II charts on board, it is important that crews know where to find
the information concerning which runway is CAT II/III approved. Jeppesen chart 10.9
or similar chart refers.
Ryanair is approved to operate to minimum CAT II and CAT III minima of RVR
300m/100 ft RA and RVR 200m/50 ft RA respectively. The minimum requirements for
the mid-point is 125m and 75m for stop end (OPS 1.405)
Additionally the runway must be 45m or greater with cleared width of 30 m or greater
to conduct autoland. (“Blacktop” of 30m cleared width and/or 30m runway width is
acceptable for non autoland operations). The crosswind limits should be calculated
for 45m and reduced by 1 kt/metre reduced/cleared width. Refer also to Table 1 & 2
“Downgraded Equipment, Effect on landing Minima” in OM A.
Always remember there are 4 elements to Autoland:
 Crew “Qualified”
 Aircraft “Qualified”
 ILS “Qualified”
 Runway “Qualified”
Operations Manual Part A Ch. 8 give the option of disregarding the stop-end RVR if
the aircraft can stop within the first 2/3rd of the runway. Use the pre-amble to find
out if this is possible.
Downgraded lighting systems will have an effect on the RVR minima used. The
information required is in Operations Manual Part A, Ch. 8 and this must be studied
by the crew, if required.
Gross error check: When passing 1500 RA the G/S and LOC pointer will flash during
the BITE test, after which FLARE arm will be annunciated. Failure of FLARE to arm is
most likely caused by omission of CMD A selection and this can still be rectified if
noticed immediately after the BITE test and above 800ft RA.

RYANAIR PROCEDURES
Issue 2, Revision 3
B737-800
8. APPROACH
8.16 Non precision Approaches (NPA)
Airmanship
All non precision approaches are challenging procedures that contribute to aircraft
accident and incidents to a far greater extent than a precision approach. Ryanair’s
DALTA and Double Brief procedures are designed to alleviate some of the latent threats
associated with non precision approaches 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 non precision approach and all
land based Nav Aids must be tuned, identified, active, and referenced to by flight crew.
All non precision approaches are prone to the threat of QNH Blunder Error (I.e. using
an incorrect QNH). If this error has been made no distance/altitude crosscheck will
reveal that the aircraft is in a potentially catastrophic situation that will only become
apparent with an EGPWS Caution or Warning. Accordingly it is essential that:
Crews carefully crosscheck the ATIS/Volmet or ATC supplied QNH against the METAR
QNH value that should have been recorded on the loadsheet.
Know precisely the terrain escape maneuver and use it immediately if a Terrain
Warning is announced by the EGPWS.
False Glideslope alerts on NPAs - guidance
The false EPGWS below G/S alert can be inhibited during the approach below 1,000
feet AGL with the landing gear down by pushing the ground proximity glideslope
inhibit switch. However, the crew would need to anticipate this happening.
Therefore it must be highlighted during the approach briefing.

RYANAIR PROCEDURES
Issue 2, Revision 3
B737-800
8. APPROACH
8.17 Instrument Approaches using VNAV <RYR>
Enter the RWxx (runway) waypoint in the Notify the cabin to prepare for landing.
Fix info page. Enter a 10 nm ring and either Verify that the cabin is secure.
a 4 nm ring (VMC) or a 5 nm ring (IMC)
around the runway.
Extend flaps 1 prior to the 10nm ring. Set the flaps lever as directed.
Call “FLAPS___” according to the flap Monitor flaps and slats extension.
extension schedule. Select SPD INTV if
VNAV engaged.
The recommended roll modes for the final approach are:
For a VOR or NDB approach use LNAV
For a LOC, approach use VOR/LOC
One mile before set all charted intermediate altitudes between the IAF and Descent Point
on the MCP altitude selector.
When on a final approach course intercept heading for LOC approaches:
Verify that the localizer is tuned and identified
Verify that the LOC pointer is shown
Verify that the FMC Descent Point coincides with published distances
Select LNAV or arm the VOR/LOC mode
WARNING: When using LNAV to intercept the localizer, LNAV might parallel the localizer
without capturing it. The airplane can then descend on the VNAV path with the localizer
not captured.
Use LNAV or HDG SEL to intercept the final

approach course as needed.

RYANAIR PROCEDURES
Issue 2, Revision 3
B737-800
8. APPROACH
Verify that LNAV is engaged or that VOR/LOC is captured.
2 NM before the ND Descent Point: Call “APPROACHING DESCENT”
Set MDA on the MCP
Select or verify VNAV PATH
Select or verify speed intervention
At the Final Approach Fix, verify the crossing altitude and crosscheck the altimeters.
Monitor the approach, including distance/altitude checks
At 4 or 5 nm (VMC/IMC) to the runway call: Set the landing gear lever to DN.
“GEAR DOWN” Verify that the green landing gear indicator

lights are illuminated.
“FLAPS 15”
Set the flap lever to 15.
“LANDING CHECKLIST TO FLAPS”
Set the engine start switches to CONT
Set the speed brake lever to ARM. Do the landing checklist down to flaps.
Verify that the SPEED BRAKE ARMED light

is illuminated.
Call “FLAPS___” as needed for landing. Set the flap lever as directed.
Call “COMPLETE LANDING CHECKLIST” Do the landing checklist.

RYANAIR PROCEDURES
Issue 2, Revision 3
B737-800
8. APPROACH
1000 feet AAL
The PF shall point to the Missed

Approach Altitude on the FMC LEGS
page and call “XXXX FEET.”
The PF shall then set that Missed

Approach Altitude in the MCP Altitude,
point to it and call “SET.”
If suitable visual reference is Recycle flight directors
established at MDA/DA or the missed
approach point, disengage the
autopilot in accordance with
regulatory requirements, and
disengage the autothrottle at the
same
time.
Maintain the visual glide path to

landing.
Note: During all non-precision approaches the point at which the landing configuration
selections commence (i.e. Gear Down/Flaps 15) may be modified and briefed at
the Captains discretion.

RYANAIR PROCEDURES
Issue 2, Revision 3
B737-800
8. APPROACH
8.18 Non-Precision approaches using VNAV - Guidance

The MDA/DA is set on the PFD as published on the approach chart (subject to
temperature correction). The MCP altitude is set to nearest 100ft above the MDA/DA.
The briefing and FMC setup are essential to a successful VNAV approach. Situational
awareness in relation to the vertical path is very important especially during the
transition to the approach, i.e. when on radar vectors or during the arrival procedure.
Stay on or slightly below the path at all times in order to avoid excessive pitch down
when engaging VNAV.
Fly-offs are created when the FMC programmed centrefix is located before the
Jeppesen published GP, and an “at” altitude is programmed at the centrefix. In this case
use the centrefix as the DP. Aim to be at platform altitude at the centrefix. The aircraft
will then fly a level segment to the T/D point, where it will start descending towards the
MDA (MDA will have been set on the MCP 2 nm before the centrefix).
Slow down at the Decel point or 10 nm if earlier or if no Decel point is displayed on the
ND. Select flaps and SPD INTV at the up speed.
Ideally VNAV should be used as early as possible during the descent or arrival procedure.
When on radar vectors for a VOR or NDB approach use the following sequence for MCP
selections:
“Cleared to Establish on the Front Course” - Select LNAV
“Cleared to Descend with the Procedure” - Select VNAV (if not already selected)
During radar vectors for a localizer approach proceed as above but use VOR/LOC instead
of LNAV. In all cases VNAV PATH mode must be engaged at 2 NM prior to the Descent
Point (DP).
Monitor raw data for confirmation that the approach front course has been correctly
intercepted and maintained.
When in VNAV select speed intervention after selecting flaps. The thrust mode will now
be FMC SPD and the pitch mode VNAV PTH.

RYANAIR PROCEDURES
Issue 2, Revision 3
B737-800
8. APPROACH
The ND distance readout in the upper right corner is the primary distance readout for the
Descent Point. At 2nm to the DP set the MCP altitude to the nearest 100ft above the
MDA/DA, engage or verify VNAV PTH, and SPD INTV.
The ANP must be monitored during the VNAV NPA. The only indication of the FMC
transitioning into the “ON APPROACH” logic is when the RNP changes to 0.5 on the legs
page.
If RNP 0.5 is not displayed at this stage the approach should be continued, the “ON
APPROACH” logic will become active at the latest when descending through 2000 feet AAL.
There is no below path alerting like there is for ILS approaches. Therefore the A/P shall be
used whenever it is available to reduce the risk of deviating from the path.
Sufficient Altitude/Distance crosschecks on the Jeppesen chart must be readout by the PM

and cross checked by PF during the approach to ensure that the correct path is being
maintained. It is not essential that each and every Altitude/Distance crosscheck is called
especially if this is impacting on the efficient management of the cockpit.
Landing gear must be selected at 5nm from the RW point in IMC, and 4nm from the RW
point in VMC at the latest. Landing Flap shall be selected to ensure that the Landing Gate
is not penetrated. With high MDA/DAs or in strong tailwind conditions the Captain may
choose to extend the landing gear and associated flap at an earlier point in the approach.
Set the MAA at 1000’ AAL (White altitude reference bar on altimeter). If the MDA/DA is
900’ AAL or higher, then the MAA must be set earlier to avoid ALT ACQ. This point must be
agreed by the flight crew prior to the approach. In the unlikely event that the MAA is below
1300’ AAL then the MAA must be set 300’ below MAA.
If suitable visual reference is not established at MDA/DA then a go-around must be

conducted.
When in VNAV PTH, without SPD INTV selected, due to system design a “THRUST
REQUIRED” message will appear if the speed goes 5 knots below the UP speed. However
the A/T will not add thrust until 15 knots below the UP speed. The PF remains responsible
for adding drag or thrust as required to manage the speed and energy of the aircraft. Do
not fly at speeds below maneuvering speeds.

RYANAIR PROCEDURES
Issue 2, Revision 3
B737-800
8. APPROACH
8.19 Circle to Land Approach - SOP
During the set-up for this approach ensure that a 4nm circle is established in the FIX page
from the RW point of the Instrument runway. It is reasonable to expect that most circle
to land approaches will be flown in “VMC” which will allow a 4nm reconfiguration point.
If necessary use a 5nm ring as per NPA SOPs.
In addition, a 4.2nm ring must be established around the RW point for the landing
runway. The 4nm and 4.2nm rings will display a very accurate depiction of the PANS OPS
protected area for circle to land approaches.
On the PFD set revised MDA/DA (circling MDA/DA rounded up to nearest 100 feet)
The instrument approach that results in a circle to land shall normally be flown using the
following AFDS modes:
 Roll - LNAV for VOR and NDB approaches. HDG for approaches not contained
in the FMC database. LOC for a localizer approach.
 Pitch - V/S or VNAV
With the circling MDA set in the MCP, the AFDS pitch FMA will annunciate ALT ACQ and
ALT HLD as minimums are approached. During this sequence PF shall proceed as follows:
 ALT ACQ
o Set the heading associated with the track which is offset at 45
degrees to the runway.
 At ALT HLD
o Select HDG SEL at MCP
o Set MAA - the PF shall point to the Missed Approach Altitude on the
FMC Legs page and call “XXXX FEET.” The PF shall then set the Missed
Approach Altitude in the MCP, point to it and call “SET.”
Timing is started when steady on track or wings approximately level whichever is sooner.
Both pilots will time the leg. PM selects PROG page 2 at this point. Wind effect must be
factored into the duration of this leg by reducing/increasing the still air time of 20
seconds by an amount that is equal to half the TWC/HWC. TWC/HWC can be seen in the
PROG page 2 in the FMC. HDG is used to ensure that the required track is maintained. At
Time Out turn onto the downwind track using HDG to adjust for wind.

RYANAIR PROCEDURES
Issue 2, Revision 3
B737-800
8. APPROACH
On the ND select 5nm range, with this setting, the aircraft symbol should be just outside
the inner range arc at a distance of approximately 1.25nm. Any less than this and the
aircraft is too close to the runway. Any more than this and the aircraft is too far away.
Keep the runway in sight at all times. Abeam the landing threshold start timing. The
timing required is 3 times the HEIGHT above the runway less half the TWC in seconds.
Do not forget to include the amount that has been rounded up to the revised MDA when
making this calculation.
When TIME OUT is noted proceed as follows:
 Keep the landing threshold and PAPI’s in sight

 Turn the MCP HDG to the runway heading
 Call for landing flaps
 Select MCP speed to V Fly
 Descend on the PAPI’s
 Complete the landing checklist
 Disengage the autopilot, and disengage the autothrottle at the same time
The position trend vector is invaluable in giving early indication of how the aircraft will
roll out relative to the runway extended centre line. Use the bank angle selector to assist
in adjusting the rate of turn as appropriate when above the Autopilot MUH.
When disconnecting A/P and A/T, call “RECYCLE FLIGHT DIRECTORS.”
The landing gate is 300 feet. However, the landing configuration must be established by
500ft AAL. The “CONTINUE/GO-AROUND” call is made at 300’ AAL.

RYANAIR PROCEDURES
Issue 2, Revision 3
B737-800
8. APPROACH
8.19.2 Circle to Land Go-Around - Guidance
If a Go-Around from a circle to land is required, the missed approach procedure for the
instrument approach runway must be used. Care must be taken to control speed and
therefore radius of turn so as to remain within the 4.2nm circle around the Runway
thresholds of the Instrument Runway and the Landing Runway. The initial turn must
always be towards the runway and may require a turn in excess of 180 degrees.
Proceed as follows:
 Select TOGA and advance the thrust levers towards go-around thrust
 Call “GO-AROUND FLAPS 15, SET GO-AROUND THRUST” (90% N1)
 Call “GEAR UP” (with a positive rate)
 At 400 feet AGL call “HDG SEL”
 Maintain flaps 15 until established on the missed approach track
Climb straight ahead until circling minima if already on finals. At this altitude commence
a turn in the direction of the downwind leg just flown to intercept and establish on the
track required by the missed approach procedure for the instrument runway. The flight
director roll and pitch guidance may be followed during this maneuver. The pitch bar will
direct a speed of 172 knots with flaps 15 selected which will ensure that Category C
performance is met.
When established on this track and above circling minimums, accelerate and retract the
flaps on schedule. Re-engage the AFDS as per Ryanair SOP.
Note that the Configuration Warning may sound as the thrust levers are retarded in
order to level off at the missed approach altitude.
If at ALT ACQ the MCP speed window opens, the PF shall call “Bug Up” and ensure that
flap retraction is completed promptly in accordance with the correct flap retraction
schedule.

RYANAIR PROCEDURES
Issue 2, Revision 3
B737-800
8. APPROACH
8.20 Non-Precision Approach using VS - SOP

VS NPA is a supplementary procedure that should only be used when there is no NPA or
overlay approach in the FMC for the runway in use. A successful NPA is dependent on a
correct briefing and flown to the Ryanair profile.
If the NPA profile is not in the FMC nav database, then LNAV may not be used for the
approach. HDG SEL and VS will be the correct modes used in a VS NPA.
Plan to be level at least 2nm before the descent point in order to successfully fly NPA
using V/S procedure. It is important to have a hard altitude set at this distance in the
FMC e.g. 3000 (2 nm minimum) prior to the Descent Point for the approach. Inputting a
waypoint 2nm before the descent point at the required altitude will greatly help your
descent profile.
Flaps 1 at 10nm before the airport and approximately 3000 feet is a limit and not a target.
It is good practice to be at Flaps 1 earlier. If outside these parameters then take
corrective action early in order to avoid the possibility of a High Energy Approach.
When briefing the approach, nominate a distance for Flaps 1 and 5. In this way if the PF
forgets to configure on schedule, the PM is in the loop to remind him.
At the Descent Point start the final approach with a VS of 1000 feet per minute. Calculate
Rate of Descent by using five times Ground Speed. Use the Altitude Range Arc to ensure
that the path is correct.
While the aircraft must be in gear down and flaps 15 configuration by 4nm or 5nm, the
Landing Gate is still 500/1000 feet. This means fully configured with all checklist items
completed, except landing lights.
Set the MAA at 1000’ AAL (White altitude reference bar on altimeter). If the MDA/DA is
900’ AAL or higher, then the MAA must be set earlier to avoid ALT ACQ. This point must
be agreed by the flight crew prior to the approach. In the unlikely event that the MAA is
below 1300’ AAL then the MAA must be set 300’ below MAA.
If suitable visual reference is not established at MDA/DA then a go-around must be

conducted.
Remember we can’t legislate for all approaches, so good Airmanship should prevail when
deciding the landing gear extension point. High MDAs, steep approaches or tailwinds,
for example will suggest a reconfiguration point before 5nm.

RYANAIR PROCEDURES
Issue 2, Revision 3
B737-800
9. GO-AROUND
9 GO-AROUND
Airmanship
Any go-around is a difficult maneuver that may not have been completed since a
Recurrent Simulator session, possibly 6 months previously. It is an extremely dynamic
procedure where the aircraft is climbed, accelerated and reconfigured in a very short
space of time and often, airspace. As a result, it frequently leads to problems the most
common of which are Level Busts and exceedences of flap limiting speeds. Note that
SOPs call for a review of the go-around procedure during the approach briefing. Good
Airmanship/TEM dictates that this takes the form of a very thorough description of the
exact sequence of calls, actions and MCP selections which will be made, including the
landing gate that may determine the continue/go-around decision. A thorough
briefing will result in a greatly reduced workload during any approach and go-around.
Ryanair operates a no-blame policy provided landing gates are respected.
Many FMC missed approach procedures show heading ‘vectors’ in the legs page and in
this case it is necessary to use HDG SEL on the MCP with an appropriate wind-adjusted
heading.

RYANAIR PROCEDURES
Issue 2, Revision 3
B737-800
9. GO-AROUND
9.1 Go–Around Procedure Dual Channel - Pilot Flying and Pilot

Monitoring < RYR >

Push TO/GA switch. Confirm thrust advances toward G/A.
Call “GO-AROUND - FLAPS 15.” Call “FLAPS 15”, position FLAP lever to 15
and monitor flap retraction.
If full G/A thrust is required, push the
TO/GA switch again after reduced G/A
thrust is established.
Confirm rotation to go–around attitude Verify correct autothrottle operation and
and monitor autopilot. Call “SET GO- call “GO-AROUND THRUST SET.”
AROUND THRUST.”
When positive rate of climb is indicated, Verify that both VSI and altimeter indicate a
call “GEAR UP.” positive rate of climb and call “POSITIVE
RATE” and move the gear lever to the UP
position.
Check flight instrument indications (MCP speed window blanks.)
Above 400 feet radio altitude, select Verify mode annunciation.

appropriate roll mode and commence flap
retraction. Position FLAP lever as directed, monitor
flaps and slats retraction and call “FLAPS
UP, NO LIGHTS.” Call ATC
Call “TUNE RADIOS FOR MISSED Tune radios as directed.
APPROACH.”
Verify airplane levels off at selected altitude.
Call “AFTER TAKEOFF CHECKLIST.” Accomplish the AFTER TAKEOFF checklist.

RYANAIR PROCEDURES
Issue 2, Revision 3
B737-800
9. GO-AROUND
9.2 Go–Around Procedure Single Channel or Manual - Pilot

Flying and Pilot Monitoring SOP < RYR >

Push TO/GA switch. Confirm thrust advances toward G/A.
Call “GO-AROUND - FLAPS 15.” Call “FLAPS 15”, position FLAP lever to 15
and monitor flap retraction.
If full G/A thrust is required, push the
TO/GA switch again after reduced G/A
thrust is established.
Rotate to go–around attitude and call “SET

GO-AROUND THRUST.”
When positive rate of climb is indicated, Verify that both VSI and altimeter indicate
call “GEAR UP” and monitor acceleration. a positive rate of climb and call “POSITIVE
RATE” and move the gear lever to the UP
position.
Check flight instrument indications (MCP speed window blanks.)
Above 400 feet radio altitude, call for Verify annunciation.

appropriate roll mode and commence flap
retraction. Position FLAP lever as directed, monitor
flaps and slats retraction and call “FLAPS
UP, NO LIGHTS.” Call ATC.
Call “TUNE RADIOS FOR MISSED Tune radios as directed.

APPROACH.”
Level off at selected altitude and maintain

flaps-up maneuvering speed.
Engage autopilot and call “COMMAND Verify annunciation.

A/B.”

RYANAIR PROCEDURES
Issue 2, Revision 3
B737-800
9. GO-AROUND
Call “AFTER TAKEOFF CHECKLIST.” Accomplish the AFTER TAKEOFF checklist.
9.3 Go –Around - Guidance

When manual thrust is used, the target N1 should not exceed the Go-Around N1 bugs.
When the autothrottle is engaged one push on the TOGA switch normally gives enough
thrust for go-around. Verify on the FMA that GA is annunciated in the A/T channel (N1
if TOGA is pushed twice) and that 1000-2000 feet Rate of Climb is achieved on the VSI.
At 400 feet RA engage a roll mode and select flaps 5 if the speed is at or above the 15
bug. Prompt flap retraction is important.
The commanded speed (magenta bug) is determined by actual flap position and based
on max take-off mass. The speed window on the MCP is closed therefore the target
speeds are controlled by actual flap position. Vref 40 for 74990 is 152 knots, therefore
the AFDS will command the following speeds:
 Flaps 15 – 172 knots (Vref 40 +20)

 Flaps 5 – 182 knots (Vref 40 +30)
 Flaps 1 – 202 knots (Vref 40 +50)
 Flaps Up – 222 knots (Vref 40 +70)
The PM should keep his/her hand on the flap lever in order to ensure a timely flap
retraction. The PF must commence the flap retraction schedule as soon as possible after
400 feet RA.
The PF shall keep both hands on the control column until the “FLAPS UP” call is made.
An SAIR is required after each G/A below 1000 feet or if caused by a technical failure.

RYANAIR PROCEDURES
Issue 2, Revision 3
B737-800
10. LANDING
10 Landing
Airmanship
Ryanair has had exposure to the following events during the landing phase:
 High energy approaches (fast and high)

 Flap overspeed
 Windshear
 EGPWS Terrain Cautions and Warnings
 Runway overrun
 Poorly conducted missed approach procedures
Good airmanship, focusing on the following key issues will prevent a crew from being
involved in any of the above undesirable aircraft states:
 Anticipation of threats
 Good descent, approach and landing briefing
 Good descent profile management
 Optimizing use of VNAV
 Use of the 10 mile ring and associated 3000 feet-200knots-flap 1 rule
 Standard callouts
 Good decision making – if in doubt GET OUT and conduct a go-around
Anticipate the threats associated with any approach and landing and use the briefing
as an opportunity to reduce the threat. It is far better to have anticipated a threat and
planned counter measures than to rely on Recognition measures (SOPs, Standard Calls
etc) and Recovery Techniques (go-around procedure, terrain and windshear escape
maneuver) while the approach and landing is in progress.

RYANAIR PROCEDURES
Issue 2, Revision 3
B737-800
10. LANDING
10.1 Landing Rollout Procedure - Pilot Flying and Pilot

Monitoring < RYR >
Ensure thrust levers at idle.
Disengage autopilot and control airplane Verify autothrottle is disengaged.

manually.
Verify autothrottle disengages

automatically.
Verify SPEED BRAKE lever UP. Verify SPEED BRAKE lever UP. Call out
“SPEEDBRAKES UP.”
If SPEED BRAKE lever not UP, call

“SPEEDBRAKES NOT UP.”
Monitor the rollout progress.
Verify proper autobrake operation.
Without delay, raise reverse thrust levers Verify that forward thrust levers are closed.
to the interlocks, hold light pressure until
release, and then apply reverse thrust as When both REV indications are green, call
required. “REVERSERS NORMAL”.
If there is no REV indication(s) or the

indication(s) stays amber, call “NO
REVERSER ENGINE NUMBER 1”, or “NO
REVERSER ENGINE NUMBER 2”, or “NO
REVERSERS”.
At 60 knots, reduce reverse thrust to be at Call “ ____ %”

IDLE reverse when reaching taxi speed.
Call: “100.”
Call: “80.”

RYANAIR PROCEDURES
Issue 2, Revision 3
B737-800
10. LANDING
Call: “60.”
Approaching taxi speed, slowly move the Verify REV indication extinguished.
reverse thrust levers to the full down
position.
Prior to taxi speed, disarm the autobrake

and continue manual braking as required.
The landing phase begins at 50ft. Once the MLG is on the runway, gently lower the nose
and select reverse thrust as required. Do not trim during the flare or touchdown. This
increases the possibility of a tailstrike during landing.
WARNING: After reverse thrust has been initiated, a full stop landing must be made.
In crosswind landings the “de-crab during flare” and “touchdown with crab” techniques
are normally used. Refer to FCTM.
Runway occupancy is important. This does not mean that we make the first exit off every
runway, but that we should expedite departing the runway at whatever exit is selected
or allocated. Max speed to exit a RET (Rapid Exit Taxiway) is 60kts allowing for runway
conditions, recommended speed is normally 45kts and will vary lower depending on the
design of the specific exit which should be checked again the airfield plates/briefs. At all
times, safety is paramount and passenger comfort should be considered. If the turnoff
is 90 degrees the max speed is 10kts.

RYANAIR PROCEDURES
Issue 2, Revision 3
B737-800
10. LANDING
10.2 Runway Visual and Landing - Guidance
Use small thrust, pitch and roll adjustments. The most common mistakes are pitching for
speed or applying thrust for height.
A fixed landing point is projected through the windscreen down to just before the 1000
foot point. That is the aim point. The idea is to fly the aircraft down to 50 feet keeping
the aim point constant in the windscreen.
Some pilots that have difficulty in landing tend to focus too much of their attention inside
the flightdeck. This can lead to a pilot 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. The pilot must look out of the aircraft at the
touchdown point on the runway more frequently the nearer he gets to the runway. Once
the runway is in sight a good rule of thumb is:
 1,000’ Look out 25% of the time.

 500’ Look out 50% of the time
When looking into the flightdeck the student should maintain a radial scan centered on
the Attitude and referring to the Airspeed, Vertical Speed and Thrust.
However, once through 500’, this scan reduces to Speed, V/S and N1. At this stage the
majority of time is spent looking out.
When thrust or control inputs are required to correct a departure from the speed or path
profile remember that once the input has done its job i.e., back on profile, then adjust
the thrust or pitch to maintain. The average N1 on approach is 57% for Flaps 30 and 63%
for Flaps 40.
Rest the thumb lightly on the autothrottle disconnect switch when guarding the thrust
levers on approach. This avoids inadvertent selection of TOGA when autothrottle
disconnect is desired.

RYANAIR PROCEDURES
Issue 2, Revision 3
B737-800
10. LANDING
Keeps fingers away from the TOGA switches during the approach. If a go-around is
required a deliberate movement is required in order to push TOGA. If TOGA is pushed
by mistake the PF should disconnect the A/T immediately and the approach may be
continued if visual references can be maintained and the aircraft approach is stable.
Pilots are advised to disconnect the autopilot in accordance with regulatory

requirements, and disengage the autothrottle at the same time. Care should
be taken to avoid inadvertent TOGA selections and subsequent go-arounds.
Only small adjustments to pitch and thrust should be made from then on.
Even if the runway is in sight and a decision to land has been made, the PF must
always respond to the aircraft call, i.e., 1000 feet, plus 100 etc. as these are
also incapacitation calls.
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.
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. Ideally, main
gear touchdown should occur simultaneously with thrust levers reaching idle. A smooth
thrust reduction to idle also assists in controlling the natural nose-down pitch change
associated with thrust reduction. Hold sufficient back pressure on the control column
to keep the pitch attitude constant.

RYANAIR PROCEDURES
Issue 2, Revision 3
B737-800
10. LANDING

The concept is:
CHECK (attitude) CLOSE (thrust) HOLD (attitude)
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. Trimming in the flare increases the
possibility of a tailstrike during touchdown.
Once the main wheels are on the runway, gently lower the nose and select reverse thrust
as required.
A go-around 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 for the bounced landing recovery.

RYANAIR PROCEDURES
Issue 2, Revision 3
B737-800
10. LANDING
Airmanship
Considerations during landing should include safety issues, i.e. braking action and
runway length required/available (making allowance for anticipated runway turnoff
point not necessarily the whole length); then should take into account operational
considerations such as brake cooling period and schedule constraints; and should focus
on saving noise/fuel with the possible use of low drag and idle reverse techniques. The
objective should be that the passengers experience a smooth approach, landing and
rollout while at the same time maintaining the highest safety and efficiency standards.
Smooth application and deselection of brakes or thrust should be normal.
Landing airmanship includes basic pilot technique such as smooth derotation and
smooth deselection of autobrake by squeezing rather than ‘kicking’. Wet or slippery
runway turnoffs present hazards of directional control and reverse thrust should be
maintained at idle until achieving taxi speed correct for the conditions. (note: this could
be as low as 5 knots for 90-degree turnoff in slippery conditions).

RYANAIR PROCEDURES
Issue 2, Revision 3
B737-800
10. LANDING
10.3 Crosswind Landings - Guidance
In strong crosswind or turbulent conditions, it may be necessary to alter the landing

technique previously described in this chapter. In Ryanair we use the “de-crab during
flare” and the “touchdown with crab technique.” Refer to FCTM chapter 6 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 centerline. At the same time apply upwind aileron in
order to maintain wings level. These cross controls are maintained throughout the
landing phase and the control column gradually centralized 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 input
to de-crab after touchdown must be applied in order to maintain proper directional
control.
This method is not recommended on dry runways with strong crosswind conditions 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. Fly the nosewheel
onto the runway after the aircraft is tacking the runway centerline.

RYANAIR PROCEDURES
Issue 2, Revision 3
B737-800
11. POST FLIGHT PROCEDURES
11 POST FLIGHT PROCEDURES
11.1 Taxi In Procedure - Pilot Flying and Pilot Monitoring < RYR >
When clear of the active runway and taxi instructions have been received,
acknowledged, written in FMC scratchpad and understood by both pilots, the first officer
accomplishes the following after landing checks flow:
Transponder…………………………………………...............................................................ALT OFF
Flaps ...............................................................................................................................UP
Trim……………………………………………......................................................... 5-6 units Nose Up
Autobrake ....................................................................................................................OFF
MFD SYS.....................................................................Check hydraulic and brake pressure
Standby ADI..................................................................................................................OFF
APU (if required) ......................................................................................................START
Delay until entering parking area.
MCP………………………………….…………................................................................................Set
Radar - OFF
Capt FD - OFF
IAS - 100
Altitude - ODD number plus 100
F/O FD - OFF
ENGINE START switches ...................................................................................As required
OFF, unless engine anti-ice is required to parking.

RYANAIR PROCEDURES
Issue 2, Revision 3
B737-800
EI-ENE through EI-EXF

PROBE HEAT switches ...............................................................................................AUTO
EI-DAC through EI-EGD

PROBE HEAT switches ..................................................................................................OFF
Engine cool down recommendations:
- run the engines for at least 3 minutes
- use a thrust setting normally used for taxi operations
- routine cool down times of less than 3 minutes are not recommended.
APU GENERATOR switches (on captain’s command) ....................................................ON
11.2 Shutdown Procedure - Pilot Flying < RYR >
After the airplane has come to a complete stop, perform the following actions:
Parking brake…………………………………………….................................................................. Set
Electrical…………………………………………….....................................................................On___
Verify APU powering busses. If APU is not to be used, connect external power.
FASTEN BELTS switch....................................................................................................OFF

RYANAIR PROCEDURES
Issue 2, Revision 3
B737-800
PA (captain) .............................................................“DISARM SLIDES AND OPEN DOORS”
ANTI COLLISION light switch ........................................................................................OFF
At 20% N2 place the ANTI-COLLISION light switch OFF.
FUEL PUMP switches ....................................................................................................OFF
CAUTION: Do not operate the center tank fuel pumps with the flight deck
unattended.
CAUTION: Center tank fuel pump switches should be positioned ON only if the fuel
quantity in the center tank exceeds 453kgs.
GALLEY power switch (as installed)………………………………………………………………As required
WINDOW HEAT switches .............................................................................................OFF
WING and ENGINE ANTI–ICE switches .........................................................................OFF
VOICE RECORDER switch ...........................................................................................AUTO
ELECTRIC HYDRAULIC PUMP switches……………………………………………………….................OFF
CAUTION: To avoid unwanted control column movement during gusty tailwind

conditions, leave the B electric hydraulic pump switch ON until
completing the Secure procedure.
RECIRCULATION FAN switches ..................................................................................AUTO
Air conditioning PACK switches.................................................................................AUTO
ISOLATION VALVE switch ..........................................................................................OPEN
Engine BLEED air switches .............................................................................................ON
APU BLEED air switch................................................................................................... OFF
Exterior lights ...................................................................................................As required
AUTO BRAKE select switch…………………………………………………....................................... OFF

RYANAIR PROCEDURES
Issue 2, Revision 3
B737-800
Flight deck lights ................................................................................................As desired
SPEED BRAKE lever ......................................................................................DOWN detent
Parking brake ................................................................................................................SET
Transponder mode selector .......................................................................2000 then stby
CVR CB.....................................................................................................................IN/OUT
Cabin door ...............................................................................................................Unlock
The PF calls “SHUTDOWN CHECKLIST.”
The PM accomplishes the SHUTDOWN checklist.

RYANAIR PROCEDURES
Issue 2, Revision 3
B737-800
11.3 Secure Procedure - Pilot Flying < RYR >
Do not complete this procedure until all the passengers are off the aircraft.
IRS mode selectors…………………………………………….........................................................OFF
CAB/UTIL, IFE GALLEY POWER switches (as installed)……………………………………As required
EMERGENCY EXIT lights switch ....................................................................................OFF
Air conditioning PACK switches ....................................................................................OFF
Trim air switch ..............................................................................................................OFF
APU switch/GROUND POWER switch ..........................................................................OFF
If APU was operating:
Delay approximately 2 minutes after the APU GEN OFF BUS light extinguishes before
placing the BATTERY switch OFF.
BATTERY switch ............................................................................................................OFF
The PF calls “SECURE CHECKLIST.”
The PM accomplishes the SECURE checklist.
11.4 Transit Shutdown Procedure - Pilot Flying < RYR >
After the airplane has come to a complete stop, perform the following actions:
Parking brake………………………………………………………..…………...........................................Set
Electrical…………………………………………….....................................................................On___
Verify APU powering busses. If APU is not to be used, connect external power.

RYANAIR PROCEDURES
Issue 2, Revision 3
B737-800
FASTEN BELTS switch....................................................................................................OFF
NO SMOKING switch ....................................................................................................OFF
PA (captain)…………………………………………………………..“DISARM SLIDES AND OPEN DOORS”
ANTI COLLISION light switch…………………………………………..……………………….................. OFF
At 20% N2 place the ANTI-COLLISION light switch OFF.
WING and ENGINE ANTI–ICE switches…………………………………………..………………………….OFF
VOICE RECORDER switch ...............................................................................................ON
Verify that this switch is on, including during all turnarounds, to record all clearances,
briefings and checklists.
Air conditioning PACK switches.................................................................................AUTO
ISOLATION VALVE switch ..........................................................................................OPEN
APU BLEED air switch................................................................................................... OFF
Exterior lights ...................................................................................................As required
Transponder mode selector .......................................................................2000 then stby
CVR CB.....................................................................................................................IN/OUT
Cockpit door ............................................................................................................Unlock
The PF calls “TRANSIT SHUTDOWN CHECKLIST.”
The PM accomplishes the TRANSIT SHUTDOWN checklist.

RYANAIR PROCEDURES
Issue 2, Revision 3
B737-800
pulling or damaging circuit breakers, hold both straps before releasing and
then allow straps to retract slowly to the stowed position.
11.5 APU Use - Guidance
Our policy is minimum use of the APU, however:
If ground power is not clearly available with ground crew standing next to it, then we
should start the APU
If you are late, you should always start the APU in both of the above, you should shut
down the APU as soon as you get ground power connected (Unless required for air
conditioning - <5 degrees or >25 degrees.)
Airmanship
Leave the cockpit as you would wish to find it. Kindly tidy the flight deck and stow the
headsets and seatbelts correctly. Current security arrangements require that the doors
are closed and steps removed or retracted. Subsequent crews taking over the aircraft
may be embarrassed if they find it insecure or untidy.
Exercise caution when closing the L1 door at night and in adverse weather conditions.

Notes i
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RYANAIR B737-800 SOP

Table of Contents Issue Number: 2

1 ADMINISTRATION AND CONTROL ........................................ 8

1.1 REVISION RECORD ........................................................ 8

2.1 INTRODUCTION .......................................................... 16

3 PREFLIGHT PROCEDURES .................................................... 23

3.1 FLIGHT DECK SAFETY INSPECTION AND PRELIMINARY FLIGHT DECK

Page |1 B737-800 SOP-RYR(AS) 29 April 2014

3.6.1 (R) ROUTE CHECK .......................................... 63

4 TAXI AND TAKEOFF ............................................................. 83

4.1 TAXI PROCEDURES - CAPTAIN < RYR > ........................... 83

29 April 2014 B737-800 SOP-RYR(AS) Page |2

4.2 BEFORE TAKEOFF PROCEDURE - PILOT FLYING AND PILOT

5 CLIMB ............................................................................... 101

5.1 AFTER TAKEOFF PROCEDURE - PF AND PM ................... 101

Page |3 B737-800 SOP-RYR(AS) 29 April 2014

5.6 ALTIMETRY SETTING PROCEDURES - PILOT FLYING AND PILOT

6 CRUISE .............................................................................. 115

6.1 ROUTE MODIFICATIONS < RYR > ................................ 115

7 DESCENT ........................................................................... 124

7.1 DESCENT PROCEDURE - PILOT FLYING AND PILOT MONITORING <

29 April 2014 B737-800 SOP-RYR(AS) Page |4

7.1.3 Descent Procedures FL150 and Below - SOP130

8 APPROACH ....................................................................... 134

8.1 APPROACH PROCEDURE - PILOT FLYING AND PILOT MONITORING <

Page |5 B737-800 SOP-RYR(AS) 29 April 2014

8.18 NON-PRECISION APPROACHES USING VNAV - GUIDANCE 160

9 GO-AROUND .................................................................... 166

9.1 GO–AROUND PROCEDURE DUAL CHANNEL - PILOT FLYING AND

10 LANDING .......................................................................... 170

10.1 LANDING ROLLOUT PROCEDURE - PILOT FLYING AND PILOT

11 POST FLIGHT PROCEDURES ............................................... 178

11.1 TAXI IN PROCEDURE - PILOT FLYING AND PILOT MONITORING <

29 April 2014 B737-800 SOP-RYR(AS) Page |6

Page |7 B737-800 SOP-RYR(AS) 29 April 2014

1 ADMINISTRATION AND CONTROL

1.1 Revision Record

1.2 Revision Highlights

Flight Deck Safety Inspection and Preliminary Flight Deck

 Re-instated the Mach/Airspeed Warning test in the Preliminary

Preflight Procedure – PF < RYR >

 Revised for more clarity. Also, revised to apply pressure against

29 April 2014 B737-800 SOP-RYR(AS) Page |8

Preflight Procedure – PM <RYR>

Final Flight Deck Preparation – Pilot Flying and Pilot

 Added a note to remind flight crew not to commence push back

Taxi Procedures – Captain <RYR>

Takeoff Roll and Rotation – SOP

After Takeoff Procedure – NADP 1- Pilot Flying and Pilot

 Added requirement for the PM to contact ATC as required after

Page |9 B737-800 SOP-RYR(AS) 29 April 2014

After Takeoff Procedure – NADP 2- Pilot Flying and Pilot

 Added requirement for the PM to respond with “BUG UP” to the

6.4.1 Cruise Procedures – SOP

 Deleted text for clarification

Descent Procedure – Pilot Flying and Pilot Monitoring <RYR>

 Added requirement for the PF to select PROGRESS page 4/4 when

Approach Procedure – Pilot Flying and Pilot Monitoring

 Added requirement for the PF to select PROGRESS page 4/4 when

8.4 Flap Policy – Guidance

 Added a requirement for the PF to set the flap maneuver speed

29 April 2014 B737-800 SOP-RYR(AS) P a g e | 10