Competency based Instrument rating
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thanks! On the CAA website it says “You must complete at least 150 hours of theoretical knowledge instruction.“ Surely this can’t mean 150 hours in a classroom?? Is that what you did? I have sent them an email to clarify but I’m sure it will take a while for them to get back to me!
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thanks! On the CAA website it says “You must complete at least 150 hours of theoretical knowledge instruction.“ Surely this can’t mean 150 hours in a classroom?? Is that what you did? I have sent them an email to clarify but I’m sure it will take a while for them to get back to me!
id also recommend paying for a question bank such as aviationExam and keep doing mock tests
G
I have a licence sat on my desk from a CB IR candidate that has just come back with the restricted to PPL privileges printed in the restrictions column
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Genghis CB IR
Genghis - I too am trying to get set up for the CB IR - I have done a little of the training and hope to find time in May/June to take a week off and get the flying / test done. Are you using an instructor ? Did you join PPL IR? Where are you thinking to do the flight test ? Happy to swap/share experiences and or training notes here or by PM.
Genghis - I too am trying to get set up for the CB IR - I have done a little of the training and hope to find time in May/June to take a week off and get the flying / test done. Are you using an instructor ? Did you join PPL IR? Where are you thinking to do the flight test ? Happy to swap/share experiences and or training notes here or by PM.
I'm just talking to a friendly instructor who I did part of my CPL with and now flies for an airline about training with them in my own aeroplane, to ensure that I get through the skill test and (especially) the oral; I have a share in an airways equipped aeroplane, which helps. Yes I've also joined PPLIR, although not used the organisation much yet. For an initial, we need to go to CAA and use a staff examiner, but I have hopes to arrange to do the test at Staverton if it can be made to happen that way.
Drop me an email if you like and we can talk more - my PPrune PM box is invariably full up.
G
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I've recently completed the CBIR ground exams and am waiting for March / April to complete the flying. For the ground school I went with Caledonian (captonline.com) , mainly on the basis that they were cheapest and I couldn't really see any benefit in the more expensive options. The notes were delivered in PDF and book form and were OK but for some topics I did find myself hunting around for other sources to help me understand. Caledonian also maximise the amount of time you do via Skype for the classroom stuff so less time having to travel to far corners of the country. But the thing I couldn't have passed without is the question bank - I used Aviation Exam. A lot of the questions seem to be worded in a way to deliberately catch you out and it's only by doing the question bank that I gained the confidence to spot the traps.
I know the syllabus is simpler than the old IR syllabus but it still seems to contain a bunch of stuff that will never be useful (distance of the Galileo satellite system from the earth anyone....?) It's also a bit weird that (to use Flight Planning and Monitoring as an example) that IFR flight planning, fuel planning topics etc are in the CBIR syllabus but flight monitoring / in flight re-planning isn't (but is in the ATPL syllabus). I suppose my point is that there seems to be a lot of useless stuff that is included in the syllabus and then some useful stuff that isn't!
I (perhaps foolishly) decided to do all 7 exams in one week and was relatively happy to pass 5 out of 7 first go (pass mark is 75%)
I got 90-100 in Air Law, Human Performance, Instrumentation and IFR comms and found that I had decent time in those exams to go back over my answers. IFR comms was a bit ridiculous in that it took about 3 hours to get to the exam centre from home and back and 10 minutes to do the exam. I scraped a pass in Radio Navigation and did find that topic a bit more challenging.
I failed Met with 68 I think because it's the topic with the most content and I simply hadn't spent enough time on it. I passed that 2nd go with a 94.
The one I found hardest was Flight Planning and Monitoring and I failed it twice with a 70 and 73. Unlike the other topics this was the one where each question wasn't necessarily hard but you have to do about 30 questions in 40 minutes many of which involve having to wrestle with maps or do multi-part fuel / nav calculations so I found myself working at speed, taking the first answer I got to and then not having any time to go back and double check my answers. I'm pretty certain I'd have passed first time if I'd had more time so the key to this topic is being able to do it really fast.
I did the exams at CATS in Luton which was fine. There's a cafe in the reception area downstairs and tables where you can sit and cram if you're waiting for your next exam.
I'm now thinking that maybe I should have done the CPLs in case I want to instruct in the future but never mind.
Hope that helps - let me know if you need anything else.
I know the syllabus is simpler than the old IR syllabus but it still seems to contain a bunch of stuff that will never be useful (distance of the Galileo satellite system from the earth anyone....?) It's also a bit weird that (to use Flight Planning and Monitoring as an example) that IFR flight planning, fuel planning topics etc are in the CBIR syllabus but flight monitoring / in flight re-planning isn't (but is in the ATPL syllabus). I suppose my point is that there seems to be a lot of useless stuff that is included in the syllabus and then some useful stuff that isn't!
I (perhaps foolishly) decided to do all 7 exams in one week and was relatively happy to pass 5 out of 7 first go (pass mark is 75%)
I got 90-100 in Air Law, Human Performance, Instrumentation and IFR comms and found that I had decent time in those exams to go back over my answers. IFR comms was a bit ridiculous in that it took about 3 hours to get to the exam centre from home and back and 10 minutes to do the exam. I scraped a pass in Radio Navigation and did find that topic a bit more challenging.
I failed Met with 68 I think because it's the topic with the most content and I simply hadn't spent enough time on it. I passed that 2nd go with a 94.
The one I found hardest was Flight Planning and Monitoring and I failed it twice with a 70 and 73. Unlike the other topics this was the one where each question wasn't necessarily hard but you have to do about 30 questions in 40 minutes many of which involve having to wrestle with maps or do multi-part fuel / nav calculations so I found myself working at speed, taking the first answer I got to and then not having any time to go back and double check my answers. I'm pretty certain I'd have passed first time if I'd had more time so the key to this topic is being able to do it really fast.
I did the exams at CATS in Luton which was fine. There's a cafe in the reception area downstairs and tables where you can sit and cram if you're waiting for your next exam.
I'm now thinking that maybe I should have done the CPLs in case I want to instruct in the future but never mind.
Hope that helps - let me know if you need anything else.
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I am not going for the "CB" element insofar as I don't need to pass any writtens, nor do I need a training course (just training to ensure I pass).
I'm just talking to a friendly instructor who I did part of my CPL with and now flies for an airline about training with them in my own aeroplane, to ensure that I get through the skill test and (especially) the oral; I have a share in an airways equipped aeroplane, which helps. Yes I've also joined PPLIR, although not used the organisation much yet. For an initial, we need to go to CAA and use a staff examiner, but I have hopes to arrange to do the test at Staverton if it can be made to happen that way.
Drop me an email if you like and we can talk more - my PPrune PM box is invariably full up.
G
I'm just talking to a friendly instructor who I did part of my CPL with and now flies for an airline about training with them in my own aeroplane, to ensure that I get through the skill test and (especially) the oral; I have a share in an airways equipped aeroplane, which helps. Yes I've also joined PPLIR, although not used the organisation much yet. For an initial, we need to go to CAA and use a staff examiner, but I have hopes to arrange to do the test at Staverton if it can be made to happen that way.
Drop me an email if you like and we can talk more - my PPrune PM box is invariably full up.
G
Slightly off-topic but I have this in my near future too. I have an FAA CPL-ASEL/IR (and PPL-H). I'll be moving back to France later this year. I think I've got the PPL/IR stuff figured out, as described above. But.
-- exactly which exams do you have to do? The DGAC (France) website seems to say "you only need to do two" (but not which ones) "but actually we don't have any way to let you only do two" (!).
-- is there a relatively painless way (i.e. not x weeks of classroom instruction and 14 exams) to get an EASA CPL also? Not that I have any ambition to get paid for flying (I wish) but if it's not too hard, why not?
Thanks...
-- exactly which exams do you have to do? The DGAC (France) website seems to say "you only need to do two" (but not which ones) "but actually we don't have any way to let you only do two" (!).
-- is there a relatively painless way (i.e. not x weeks of classroom instruction and 14 exams) to get an EASA CPL also? Not that I have any ambition to get paid for flying (I wish) but if it's not too hard, why not?
Thanks...
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Slightly off-topic but I have this in my near future too. I have an FAA CPL-ASEL/IR (and PPL-H). I'll be moving back to France later this year. I think I've got the PPL/IR stuff figured out, as described above. But.
-- exactly which exams do you have to do? The DGAC (France) website seems to say "you only need to do two" (but not which ones) "but actually we don't have any way to let you only do two" (!).
-- is there a relatively painless way (i.e. not x weeks of classroom instruction and 14 exams) to get an EASA CPL also? Not that I have any ambition to get paid for flying (I wish) but if it's not too hard, why not?
Thanks...
-- exactly which exams do you have to do? The DGAC (France) website seems to say "you only need to do two" (but not which ones) "but actually we don't have any way to let you only do two" (!).
-- is there a relatively painless way (i.e. not x weeks of classroom instruction and 14 exams) to get an EASA CPL also? Not that I have any ambition to get paid for flying (I wish) but if it's not too hard, why not?
Thanks...
In either direction, your second IR, or a ridealong PPL (61.75 in FAAland) are pretty much the only major shortcuts, and maybe reduced training hours. The exam and test standards are what they are.
Personally I have *only* done CPL exams both sides of the Atlantic and the FAA IR written, as I've nothing in my game plan that wants an ATPL. CPL/IR is fine. I dodged the IR(R) written, and am dodging the EASA IR writtens - first for having an EASA CPL, and second for having an FAA IR and over 50hrs PiC IFR. Not exactly a shortcut, but equally I'm grateful for the exams I've not had to do.
G
Personally I have *only* done CPL exams both sides of the Atlantic and the FAA IR written, as I've nothing in my game plan that wants an ATPL. CPL/IR is fine. I dodged the IR(R) written, and am dodging the EASA IR writtens - first for having an EASA CPL, and second for having an FAA IR and over 50hrs PiC IFR. Not exactly a shortcut, but equally I'm grateful for the exams I've not had to do.
G
you want a CPL you do the CPL or ATPL exams
In itself that seems entirely reasonable. However the DGAC website says something along the lines of "you should contact an ATO which will determine what is required". In other words the ATO could (according to this) decide that you only need to do a subset of the exams, or (much more important imo) that you don't need to do the formal training. I don't mind doing exams, but I detest classroom training - just SOOOO boring. (Not needed in FAA land and indeed I never did any, just read loads of books).
Article 8 of the Aircrew Regulation states:
This means that the ATO may recommend a reduction in the course duration, number of lessons or training hours but the exams and flight tests are not negotiable
Just beaten to the draw by Rudestuff
2. Applicants for Part-FCL licences already holding at least an equivalent licence, rating or certificate issued in accordance with Annex 1 to the Chicago Convention by a third country shall comply with all the requirements of Annex I to this Regulation, except that the requirements of course duration, number of lessons and specific training hours may be reduced.
3. The credit given to the applicant shall be determined by the Member State to which the pilot applies on the basis of a recommendation from an approved training organisation.
3. The credit given to the applicant shall be determined by the Member State to which the pilot applies on the basis of a recommendation from an approved training organisation.
Just beaten to the draw by Rudestuff
