CAA anounce New IR Course
Thread Starter
LASORS 2010 states:
However; in accordance with Trainingcom 2/2010 the flight time for the IR is increased by 20% as they no longer accept chox times. I wonder if they accept time using the autopilot as its not being flown manually by sole reference to instruments?
Holders of a CPL(A) or ATPL(A) issued in
accordance with ICAO are eligible for a 10 hour
reduction in training in accordance with Appendix 1
to JAR-FCL 1.205. The same credit can be applied
to applicants who have completed a JAR CPL(A)
modular course of training and passed the CPL(A)
skill test (and have met all requirements for CPL(A)
licence issue prior to commencement of the IR(A)
modular course), but have yet to apply for licence
issue provided that the JAR CPL(A) modular course
and IR(A) modular course are conducted totally
separately from each other, and that there is no
training overlap between the two courses.
accordance with ICAO are eligible for a 10 hour
reduction in training in accordance with Appendix 1
to JAR-FCL 1.205. The same credit can be applied
to applicants who have completed a JAR CPL(A)
modular course of training and passed the CPL(A)
skill test (and have met all requirements for CPL(A)
licence issue prior to commencement of the IR(A)
modular course), but have yet to apply for licence
issue provided that the JAR CPL(A) modular course
and IR(A) modular course are conducted totally
separately from each other, and that there is no
training overlap between the two courses.
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And why on earth did the CAA unilaterally adopt this stance within europe?
How are UK IR training schools able to compete with our southern European cousins where there is less delays due weather, no VAT on training, nigh on guaranteed IR pass with the examiner doing the radio for you (So I have heard) and now in the UK we can't log chocks to chocks.
Its a wonder there is any IR training left at all.
How are UK IR training schools able to compete with our southern European cousins where there is less delays due weather, no VAT on training, nigh on guaranteed IR pass with the examiner doing the radio for you (So I have heard) and now in the UK we can't log chocks to chocks.
Its a wonder there is any IR training left at all.
LASORS 2010 states:.....
From what I can gather, the clown who set the 'instrument time' hare running was not the same clown who decided to introduce random bits of Amendment 7 into LASORS.
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Where to look next?
So is it possible to do the following?:
BIFM with a provider who has had their new syllabus approved.
Then do a ME CPL anywhere you like with those 10 BIFM hours taken off to shorten the CPL course, and then finally complete the remaining IR module, the PIFM?
LASORS 2010 E1.1 b describes the PIFM bit as:
...comprising the remainder of the training syllabus for
the IR(A), i.e. 40 hours single-engine or 45 hours
multi-engine instrument time under instruction...
But this doesn't mean you need to do 45 hours of ME IR time does it?
I would have thought an SEP IR with an ME add on [ie 5 hours, 3 of which sim] would give you the same result.
From my research, two schools are already offering the new Basic/Procedural way of doing it, co-incidentally they are two which have traditionally proposed lots more engine time than the minimums. I haven't managed to get hold of anybody in charge yet so I don't know if it is as flexible as I hope it is.
For many people there will be some benefit to this extremely modular route but it's a bit iffy when its so new that people are supposed to be in-the-know havn't been informed about it properly yet.
What document should I be looking out for with further official updates?
an ammendment to JAR-FCL 1, a TRAININGCOM, or an EASA document?
BIFM with a provider who has had their new syllabus approved.
Then do a ME CPL anywhere you like with those 10 BIFM hours taken off to shorten the CPL course, and then finally complete the remaining IR module, the PIFM?
LASORS 2010 E1.1 b describes the PIFM bit as:
...comprising the remainder of the training syllabus for
the IR(A), i.e. 40 hours single-engine or 45 hours
multi-engine instrument time under instruction...
But this doesn't mean you need to do 45 hours of ME IR time does it?
I would have thought an SEP IR with an ME add on [ie 5 hours, 3 of which sim] would give you the same result.
From my research, two schools are already offering the new Basic/Procedural way of doing it, co-incidentally they are two which have traditionally proposed lots more engine time than the minimums. I haven't managed to get hold of anybody in charge yet so I don't know if it is as flexible as I hope it is.
For many people there will be some benefit to this extremely modular route but it's a bit iffy when its so new that people are supposed to be in-the-know havn't been informed about it properly yet.
What document should I be looking out for with further official updates?
an ammendment to JAR-FCL 1, a TRAININGCOM, or an EASA document?
Completion of the BIFM gives no credit towards the modular CPL(A) course.
Both Amendment 7 to JAR-FCL 1 and Part-FCL state quite clearly that all of the PIFM for a MEIR must be completed in a ME aeroplane or FNPT ("multi-engine time under instruction")
Any changes to the CAA's implementation of JAR-FCL should be announced by AIC but they don't seem to believe in 'official' notification any more. Part-FCL is still due to come into force on 8 April 2012, although training providers will have until 8 April 2014 to become fully compliant. Mind you, given that EASA have now decided to abandon Parts -OR and -AR and to include their provisions in Part-FCL, it will be interesting to see whether they can get the final document out in time. for the 2012 deadline.
Both Amendment 7 to JAR-FCL 1 and Part-FCL state quite clearly that all of the PIFM for a MEIR must be completed in a ME aeroplane or FNPT ("multi-engine time under instruction")
Any changes to the CAA's implementation of JAR-FCL should be announced by AIC but they don't seem to believe in 'official' notification any more. Part-FCL is still due to come into force on 8 April 2012, although training providers will have until 8 April 2014 to become fully compliant. Mind you, given that EASA have now decided to abandon Parts -OR and -AR and to include their provisions in Part-FCL, it will be interesting to see whether they can get the final document out in time. for the 2012 deadline.
