GRF Baseline and AIREP Cross-Check

Treat RWYCC as the baseline, then cross-check with pilot braking action reports (AIREPs) - the Winter Ops Guide highlights these as the key runway-friction inputs the crew will see operationally.

Accept / Reject Gate

Braking action reports are categorized as GOOD, MEDIUM, POOR, and LESS THAN POOR. A LESS THAN POOR report requires the runway to be closed until braking action improves. This is an explicit operational gate, not a judgment call. Taxi on a slippery surface at max 5 kt.

Braking and Reverse Technique

On a slippery/contaminated runway, maintain a crabbed approach to touchdown, lower the nosewheel promptly, then apply brakes as required and do not pump the brakes. Under extreme conditions, maximum reverse thrust may be required to bring the aircraft to a complete stop. If the runway is sanded/gritted (SPWR), reduce reverse thrust to idle below 80 kt and stow reversers at 60 kt to minimize engine damage risk.

Immediate Performance Reset

A late runway change requires re-validation of landing performance against the new LDA and wind. Ryanair line flying expects current charts and performance products available via trip kit discipline.

Speed Penalty

Excess approach speed is a major overrun factor. If touchdown is delayed while bleeding off 10 kt in the flare, total landing distance can increase by approximately 2,000 ft. If the aircraft is already on the ground in a stopping mode, 10 kt excess typically adds approximately 200 ft (dry) or up to approximately 600 ft (slippery runway).

Reverse Thrust

Select reverse thrust without delay once the main gear has touched down and hold until the interlocks release. The thrust reverser system is for ground operations after touchdown - the earlier claim that reverse can be initiated in flight was incorrect for B737 operations.

Decision Gate

If the runway change makes the landing limiting, buy time (vectors/hold) to re-validate the landing plan or divert. The stabilized approach gate is a hard backstop - if you cannot be stabilized and correctly configured, go around and reassess.

Trip Kit Hygiene

Ensure required flight paperwork and charts are present and valid including chart update discipline. Manage timing to avoid last-minute surprises. Ryanair line notes emphasize keeping operational documents current and being able to retrieve/print performance products when needed.

Hard Gates as Tempo Firewalls

Stabilized approach criteria are non-negotiable. If not stabilized and configured by the gate, go around regardless of schedule pressure. This is the primary defense against tempo-driven normalization.

Fatigue Self-Monitoring

Ryanair policy is explicit: crew must not commence or continue duty if they are aware they are fatigued. OM-A lists practical symptoms: reduced monitoring, slower scan, fixation, difficulty reading, irritability. These are exactly the errors that show up on quick-turn sectors. Simple mitigation: regular light meals and fluids.

Recording and All Clear

After de/anti-icing with engines running, obtain the anti-ice code and de-ice supervisor name, complete the DAR/DAR-01 recording. Must receive the ALL CLEAR signal before moving - multiple rigs/vehicles may still be in proximity.

Post-Treatment Actions

Wait at least 1 minute after completion before continuing the winter checklist (to ensure de-icing fluid clears from engines). Then: engine bleeds ON, packs AUTO, flight controls CHECK, and flap handling per exposure. Taxi with flaps up through slush/standing water in freezing conditions. Tactile checks are not permitted with engines running.

The No-Go Gate

HOT guidelines are not assessed for moderate or heavy freezing rain. OM-A does not permit operations in those conditions. If HOT is exceeded or contamination is suspected/confirmed, return to stand or remote de-icing for retreatment and/or inspection.

Pre-Start and Taxi Gates

Following a runway/SID change, prior to engine start the predicted fuel at destination must be at least CONT + ALTN + FINRES + DEV + TAXI. During taxi, if predicted fuel at destination drops below ALTN + FINRES + DEV, the Commander shall return to stand (unless ATC provides an immediate departure/short delay, or returning would cause further significant delay).

MINIMUM FUEL vs MAYDAY FUEL

Declare MINIMUM FUEL when committed to land at a specific aerodrome and any change to clearance may result in landing with less than planned final reserve. It does not imply priority handling.

If it becomes apparent that usable fuel on landing at the nearest adequate aerodrome will be less than final reserve, declare a fuel emergency: "MAYDAY, MAYDAY, MAYDAY, FUEL, [callsign]."

Autobrake Operation and Disarm

Boeing autobrake provides commanded deceleration by automatically modulating brake pressure. Select it early and do not override unintentionally. Autobrake disarms with manual brake pedal application or selecting the switch off/disarm - avoid riding the pedals if you want autobrake active.

Short / Slippery Runway Technique

On short or slippery runways, do not attempt to modulate or pump the brakes - let anti-skid work. Critical exam point: maximum autobrake deceleration is less than maximum manual braking. If stopping is not assured, apply full manual braking immediately.

Use reverse thrust to support stopping; on slippery runways maximum reverse may be required. On SPWR surfaces, reduce reverse to idle below 80 kt and stow at 60 kt.

LVO Authorization

Ryanair conducts LVO only when approved and within OM-A LVO policy, including LVTO, CAT II, and CAT III operations. For low-RVR LVTO (below 150 m but not less than 125 m), OM-A requires centerline/edge lighting spacing, a 90 m visual segment, and RVR achieved at relevant points.

LVP Requirement

LVP are aerodrome safety procedures supporting CAT II/IIIA approaches and LVTO. Ryanair shall not use an aerodrome for LVOs below visibility 800 m unless LVP are established. LVTO is defined as takeoff where RVR is less than 400 m.

CAT II Autoland Crew Flow

After APP mode selection, couple the second autopilot. Verify localizer capture and callouts/monitoring at key gates: 1,000 ft stabilization call, 500 ft FLARE ARMED check, minima calls, post-touchdown autopilot disconnect.

Before starting CAT II, read the ILS CAT II crew review in the QRH operator information. Minima-setting technique: set BARO minima first to bug the altimeter, then set RADIO minima. The All Weather Ops Guide highlights visual illusions and false pitch perception in very low vis, managed by a disciplined scan.

System A vs System B

System A powers: landing gear, nose wheel steering, normal brakes, ground spoilers, and specific spoiler panels.

System B powers: leading edge devices, trailing edge flaps, and other spoiler panels.

A single-system failure is not symmetric in operational impact - know which system you have lost and what that specifically removes.

Manual Reversion / Dual-System Loss

The QRH checklist provides a structured recovery path including planning to land at the nearest suitable airport, system configuration actions, alternate flap extension, and manual gear extension. Notes flag performance and handling considerations including brake pressure limitations if system pressure is low.

Approach Decision

Choose the most suitable runway and support option available, simplify the approach, and avoid late changes. Configuration and energy management will be constrained by the abnormal checklist requirements. At a secondary airport with limited rescue services, this means early, conservative decisions.

Fatigue Obligation

Crew must not commence a duty, and must not continue after an intermediate landing, if they are aware they are fatigued or will be fatigued before the next landing. OM-A lists practical fatigue symptoms relevant to flight deck error: reduced monitoring, slower scan, fixation, difficulty reading, irritability. Simple mitigation: regular light meals and fluids.

Commander's Discretion (ORO.FTL.205(f))

Used in special circumstances. The Commander alone makes the decision, after consultation with crew on alertness, and may reduce FDP or increase rest to eliminate detrimental effect on safety. It is exceptional and should be avoided at home base where standby/airport-duty crew may be available.

Required Actions

When exercised: communicate the decision to Operations, file an ASR (Fatigue and ECDR), and keep Operations informed if duty may be continued based on acceptable alertness (unless crew are stood down).

QRH Engine Failure or Shutdown Flow

The QRH includes configuration/automation considerations and directs an operationally conservative strategy: plan to land at the nearest suitable airport.

TCAS Setting

If required by the applicable QRH/MEL procedure, select TCAS TA ONLY for scenarios including engine failure. The correct mode name is "TA ONLY" - not "TA/TA only" as originally stated. OM-A 8.3.6.3.1 explicitly includes engine failure as a listed TA ONLY scenario.

APU Actions

Any APU actions must be taken only if explicitly directed by the applicable QRH checklist. The original output claimed the checklist directs starting the APU - this specific claim could not be verified in the approved sources.

One-Engine Approach and Return vs Continue

Transition into one-engine-inoperative approach/landing procedures. Be in landing configuration by 1,000 ft AGL. PM reads and confirms the landing checklist and configuration.

In dense European airspace, nearest suitable may be the departure field or another close alternate. The checklist-driven priority is to minimize exposure and land as soon as practicable.