To address the safety issue, the Agency proposes a competency-based instrument rating (CB IR) and an en route instrument rating (EIR) for private (PPL(A)) and commercial pilot (CPL(A)) licence holders. The proposed changes are expected to increase safety with regard to the accident category of controlled flights into terrain (CFIT) by establishing a better accessible IR, thereby enabling more European General Aviation (GA) pilots to commence this type of training. The proposed new ratings will amend the training and checking requirements in Annex I to Commission Regulation (EU) No 1178/2011 (Part-FCL). The associated decision will also amend AMC and GM to this Regulation and Annex VII to Commission Regulation (EU) No 290/2012 (Part-ORA). More specifically, the proposed CB IR course will contain a reduced theoretical knowledge (TK) syllabus appropriately reflected by a different level of TK examinations and a reduced amount of instrument flight instruction time when compared with the existing IR courses. The EIR requires less training, but nevertheless consists of more comprehensive flight training when compared with the basic instrument flight module of the existing IR. The EIR is considered an EASA MS only rating as it is below ICAO SARPS. As the EIR only provides en route IFR privileges, the Agency envisages that this rating will serve as a module to be credited towards the IR using the proposed competency-based route.
Both CB IR and EIR include provisions for crediting a certain amount of instrument flight time under instruction outside of an ATO or prior PIC instrument experience on aeroplanes. To evaluate this prior training and experience, a pre-course entry assessment will be required at an ATO. Moreover, as a result of consultation, the maximum amount of instrument ground time on an FNPT II for the CB IR was increased, the specific English language requirement for IR (and EIR) holders (FCL.055 (d)) was removed, an IFR-by-day restricted IR for PPL holders was enabled by making the night rating prerequisite flexible, and additional crediting provisions and reduced requirements were established for third-country IR holders.
If EASA stick to the above is this not in fact a big victory? a full IR which is easily obtainable and not only opens up IMC flying departures and approaches in the UK but Europe wide too with an almost swap for 3rd country IR holders?
Think lunch in le Touquet on **** days
I was never even 2 years ago a supporter of retaining the IMCR for the simple fact that it would deter the fight for an FAA style IR in Europe.
As long as EASA are good to their word that looks like what we have achieved.
As I posted before the IMCR was an excellent UK rating but maybe it had past its sell by date and could never be sold to Europe! That was the problem!
So lets be positive and excited by what appears to be on the table.
If like many you fly N reg on an FAA IR the conversion should be a doddle
Pace