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-   -   Instrument rating instructor (https://www.pprune.org/flying-instructors-examiners/617437-instrument-rating-instructor.html)

mehrdadsabzei 20th Jan 2019 00:34

Instrument rating instructor
 
Hi guys,

I'm an airline pilot with more than 3000 flight timem according regulations for IRI(A). I meet them and I'm wondering if I can got it, then how much privilege I have?
I mean may I fly as an instructor from PPL to IR or only IR?
Thanks for answers.

according Part fcl
An applicant for an IRI certificate shall:
(a) for an IRI(A):
(1) have completed at least 800 hours of flight time under IFR, of which at least 400 hours
shall be in aeroplanes; and
(2) in the case of applicants of an IRI(A) for multi-engine aeroplanes, meet the requirements
of paragraphs FCL.915.CRI(a), FCL.930.CRI and FCL.935;


(The training course for the IRI shall include, at least:
(1) 25 hours of teaching and learning instruction;
(2) 10 hours of technical training, including revision of instrument theoretical knowledge, the
preparation of lesson plans and the development of classroom instructional skills;
(3)i
​​​​​​) for the IRI(A), at least 10 hours of flight instruction on an aeroplane, FFS, FTD 2/3
or FPNT II. In the case of applicants holding an FI(A) certificate, these hours are
reduced to 5;

Duchess_Driver 20th Jan 2019 06:38

Your IRI will not allow you to teach someone to become a PPL(A) but will allow you to teach applied instrument flight techniques to somebody who already holds a pilot licence.

As part of the IRI (if you haven’t already done it) you will need to do 25hour core “teaching and learning” course - which is credited against other instructor course you may like to do.

IRI alone is useful, but with the ME Class rating instructor rating is a bit more useful.

Okavango 20th Jan 2019 08:55

Out of general interest does it need to be MEP time or will multi turbine (ie airline flying) satisfy the ME experience requirements for prospective MEIR instructors?

Whopity 20th Jan 2019 11:07


does it need to be MEP time
The only value of an IRI qualification is to teach initial IR courses. These are invariably taught in a MEP Class aeroplane therefore; having a turbine type rating will not qualify you to do a ME CRI Course on a MEP aircraft. You will need 30 hours MEP time which is expensive. All born out of European bureaucracy.

Okavango 20th Jan 2019 11:32

Thanks for the clarification - I was pretty sure there was a hurdle in there. I also believe it's 30rs P1 hence the earlier MEP & MEIR training an individual has won't help close this gap?

Whopity 20th Jan 2019 11:40

Spot on. Its resulted in a predictable drop in the number of ME instructors,

Banana Joe 20th Jan 2019 20:31

Interesting thread.
Is there enough demand for ME instructors in Europe? Or do most training organization prefer only instructor who also hold also the basic FI qualification?

I am quite interested to know as I am planning on embarking on the IRI route in future to complement my line flying (lots of time off).

Whopity 20th Jan 2019 22:47

In the 20 years since IRI became a standalone qualification I have only encountered 3! It is normally an extension of a FI Qualification. In an Integrated ATO where most IR training is completed, the instructor must be a full FI so there is very little call for a standalone IRI.

Banana Joe 21st Jan 2019 00:01

It's been a while since I went through the requirements and privileges contained in EU-FCL, but if I remember correctly for a standalone IRI the requirement is 800 hours IFR and 400 in aeroplane, whereas for a FI holding it is only 200 hours. The privileges are the same and to teach both need to be a CRI(ME) or ME added to their FI rating. And the 30 (expensive) hours PIC on MEP airplanes of course for both of them. So the privileges are actually the same at the end?

I am not looking at a full-time FI career at the moment and the CRI (SE and ME) seems to be a very "powerful" rating anyway.

S-Works 21st Jan 2019 06:08

We do not employ standalone IRI or CRI. As it’s not flexible enough for the school and unfair on the FIS working their way through the system to have the best pYing work cherry picked from them.

Whopity 21st Jan 2019 08:57


So the privileges are actually the same at the end?
But, without the FI, the opportunities are not.

Banana Joe 21st Jan 2019 09:09

Thanks for the answers. I will contemplate going the FI route.

B61 21st Jan 2019 20:12

So painting a scenario here.....

The problem at the moment is that instructors wantin to be ME/IR instructors need 30 hours PIC in an MEP plus 200 hours IFR time now the pre-EASA 50 hours instrument flight time alternative has gone.

if it was an organisation which had a lot of pilots with plenty of IFR flight time (ie 800 hours+) but no FI rating, could they do the 10 hour IRI course, teach on a single (so avoiding the 30 hours P1 on an MEP requirement), train a candidate to pass a single engine IR, and then leave the ME/IR to a small cadre of specialised instructors to do the single to multi IR conversion (which I think is 5 hours flying ?).

i presume such a person would need a current single pilot IR ?

Or would it be more straight forward to just get the 30 hours PIC on an MEP ?

the biggest obstacle at the moment seems to be the "200 hour IFR" rule. Most people who have this don't want to go back to instructing.

Banana Joe 21st Jan 2019 21:18

My line flying schedule would allow me to be a flight instructor as well and that's why I was looking into CRI (SE+ME)+IRI (30 hours PIC in the US at some point) from an economic point of view (I have to self fund it at this time). But I really understand S-Works' stance on it.

sixgee 22nd Jan 2019 07:32

Comments from friend with an IRI not on PPRUNe


“ Most interesting but some have got the wrong end of the stick. I've found the IRI most helpful and must have completed around 15 IMC's to date, more than paid for itself and has been most helpful in other areas such as inadvertent cloud penetration courses. One doesn't need an MEP to make this work, single works fine providing one has the rating you are going to teach, such as IR/IMC (IR/R) It's not full time work and I empathise with the flying club that a stand alone IRI ( I assume they don't have an approval for CBIR or IRI training? ) or CRI is a little too selective in such a flexible working environment. Certainly geared up to accommodate Commercial pilots ( or ex as in my case ) as the requirement for 800 IFR hours is most high. (200 for FI's). A very good rating indeed if one doesn't want to be an FI but one has to be resourceful with this rating. You don't have to work within a flying club as IMC's and indeed, a certain proportion of the CBIR can be taught away from an approved ATO/DTO, if one wishes to work alone. A good working relationship with a local examiner is imperative.
If one is starting off as an Instructor and looking at getting into the airlines or perhaps as a career Instructor then this may not be for you. “


Sixgee

Whopity 22nd Jan 2019 08:18


and must have completed around 15 IMC's to date
Surely its rather an overkill to obtain an EASA IR, have 800 hours under IFR, complete an IRI Course and then train for an IMC rating which has a sell by date of April 2019 unless the CAA an convince EASA otherwise.
That sounds like one instructor who has found a niche outside the normal commercial environment. The average club CFI is not going to give all the IMC ratings, if there are any to an IRI when he has FIs to do the work.

A good working relationship with a local examiner is imperative.
Not for the IR where the NAA nominate the Examiner.


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