EASA PPL IR/ En-route IR
I rang the CAA for guidance yesterday, having failed to get a test arranged for one of our pilots. The guy on the telephone could not get the answer and asked me to EMail the Policy Dept.?
So far, an automated reply apologising that a reply to EMails may not be available for up to 30 days.
PS I still find it perverse that a test can be mandated on a piece of equipment not legally required in the aircraft. (ADF)
So far, an automated reply apologising that a reply to EMails may not be available for up to 30 days.
PS I still find it perverse that a test can be mandated on a piece of equipment not legally required in the aircraft. (ADF)
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I have a written reply from CAA that advises GPS can be substituted for ADF as long as the test profile does not require ADF so you definitely do not require an ADF if your aircraft does not have one, but you will need to find a pilot interpreted non precision approach that does not include NDB ( eg pure GPS) You will however require a proper DME for test and VHF radio with 8.33 channel spacing.
Less hope the examiners know this !!!
Less hope the examiners know this !!!
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IR test requirements - precision and non-precision approaches
If the test aircraft had a full ILS instrument, and also a VOR display without glideslope, would this allow a localiser-only approach to meet the requirement of non-precision? It would make life so simple.
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As a rule a CAA examiner will want to see the NDB hold and approach. The issue is not that carriage of a transponder is no longer mandatory providing you can meet the enroute and approach requirements it's that there are very few places that have an approach that does not involve an NDB. Even the GPS approaches have an NDB in them. This means if an NDB is part of the approach it must be fitted and used and if its fitted the examiner will want to see the NDB holds and approaches.
You also have to remember that the CAA only test from specific airfields and I don't know any of those or the test route airfields that do not have an NDB alternate.
As has been said many times, you are required to meet the current EASA test standards in terms of flying and knowledge (which will now be orally tested) and that means following the established process.
You also have to remember that the CAA only test from specific airfields and I don't know any of those or the test route airfields that do not have an NDB alternate.
As has been said many times, you are required to meet the current EASA test standards in terms of flying and knowledge (which will now be orally tested) and that means following the established process.
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Go South
IMHO many will bi-pass the CAA test route and go abroad to do this test - less hassle and so the money will go abroad - some wealthy individuals involved in this and wont let the CAA stand in their way of an expeditious outcome
This will set the scene for the others downstream
This will set the scene for the others downstream
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Its likely to largely be a moot point and small market I suspects once the initial flurry of converters go through. After next April you will need to be dual qualified to fly IFR in Europe which means if you want to go the ICAO IR route it will mean another 50hrs of hour building which takes away any advantage of going outside EASA doing an ICAO IR and then converting.
The whole thing was devised as a way of getting the existing people across and they may just be better biting the bullet, doing as expected and getting on with it.
The whole thing was devised as a way of getting the existing people across and they may just be better biting the bullet, doing as expected and getting on with it.
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CAA advised that if aircraft not equipped with ADF then ADF holds etc will need to be completed during training in the SIM and if you can find a non precision approach that does not require NDB then that is ok for test
Remember this is a newEASA IR and as such what has gone before is now open to change
Remember this is a newEASA IR and as such what has gone before is now open to change
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CAA advised that if aircraft not equipped with ADF then ADF holds etc will need to be completed during training in the SIM and if you can find a non precision approach that does not require NDB then that is ok for test
My head is spinning......
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I am interested to do an Enroute IR as soon as possible. I've tried to call some flight schools, they all seem not to be ready. Does anyone know of a school/club/ATO in England where I could start today working towards my EIR?
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CBM is just another route to an EASA IR, the end product is the same!
1) Part-FCL Aa 6 (a): Ab Initio Min 40 hours IF Instruction at an ATO, will require HoT Sign Off before Test.
2) Part-FCL Aa 6 (a) (i): Required Instruction dependent on prior experience, but with a Min 10 hours IF Instruction at an ATO, will require HoT Sign Off before Test.
3) Part-FCL Aa 8: Holds an ICAO IR and has min 50 hours IFR as PIC. No Instruction required. Hence no HoT Sign Off Required.
This is why I am so curious as to what approval bose-x has. Was it a 'Catch All' approval for the CB IR?
Fly Conventional Gear
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I am interested to do an Enroute IR as soon as possible. I've tried to call some flight schools, they all seem not to be ready. Does anyone know of a school/club/ATO in England where I could start today working towards my EIR?
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Good Morning,
I was an instructor with Marshalls and Cabair freelance and have a:
CPL(EASA)
FI(IRI (R) )
IR (R)
60hrs IFR 1300 hrs exams expired long ago. I have returned to my former profession in the financial services sector due to the downturn, however now my income is back to a normal levels, I am of amind to get a share in an IFR ac and go touring and want therefore an EIR initially and then full IR. In my logbook I have 30hrs or so IR training but never completed the course, due money and having to go through level 4 exams to retain my authorisation in financial services. Although my experienced helped me on the IR course I found that as I hadnt flown much I was struggling a bit and found all rather difficult and not particularly pleasurable. I found the courses difficult all through the training but once operational I had no issues and enjoyed day to day flying.
So my idea is go for the EIR and then upgrade to full IR later, which in mind would make it more managable. I have no intention to be flying around in crappy weather but just want IFR rating to able to flew high on high pressure days, no flying through fronts or anything like that for me, although when I was an IMC instructor I did a fair bit of cloud work in class G.
1. Can my previous IR training be counted.
2. I understand as I have a CPL I only need to do 5 exams under the new system which having taken loads of exams in the past although not really appealing shouldn't cause too many problems. Have been a ATPL ground instructor.
3. Can one of my previous students do any brush up training who himself is an IRI outside the ATO, EIR is I believe 15hrs ?
Trying to make sense of the whole system but a bit out of the loop now, as now back tax planning and organising peoples investments, but I would like to get back to aviation in some form.
I was an instructor with Marshalls and Cabair freelance and have a:
CPL(EASA)
FI(IRI (R) )
IR (R)
60hrs IFR 1300 hrs exams expired long ago. I have returned to my former profession in the financial services sector due to the downturn, however now my income is back to a normal levels, I am of amind to get a share in an IFR ac and go touring and want therefore an EIR initially and then full IR. In my logbook I have 30hrs or so IR training but never completed the course, due money and having to go through level 4 exams to retain my authorisation in financial services. Although my experienced helped me on the IR course I found that as I hadnt flown much I was struggling a bit and found all rather difficult and not particularly pleasurable. I found the courses difficult all through the training but once operational I had no issues and enjoyed day to day flying.
So my idea is go for the EIR and then upgrade to full IR later, which in mind would make it more managable. I have no intention to be flying around in crappy weather but just want IFR rating to able to flew high on high pressure days, no flying through fronts or anything like that for me, although when I was an IMC instructor I did a fair bit of cloud work in class G.
1. Can my previous IR training be counted.
2. I understand as I have a CPL I only need to do 5 exams under the new system which having taken loads of exams in the past although not really appealing shouldn't cause too many problems. Have been a ATPL ground instructor.
3. Can one of my previous students do any brush up training who himself is an IRI outside the ATO, EIR is I believe 15hrs ?
Trying to make sense of the whole system but a bit out of the loop now, as now back tax planning and organising peoples investments, but I would like to get back to aviation in some form.
Your best and most efficient way is to do the CBM IR not the EIR and upgrade. Your experience will credit towards the CBM IR but only 5 hours of it towards the EIR. Under the new system there is only ONE exam, so no need to retake 5. Details in COMMISSION REGULATION (EU) No 245/2014 of 13 March 2014
