Couple of questions regarding the TK, for those in the know:

1) Would it be correct to say: once the syllabus is published, CAA will develop exams, only then will training providers offer courses for the EIR / CBM-IR. Can't see the likes of Bristol or CATS offering a course, without knowing what the end target looks like.

2) The publication linked above makes a reference to ORA.ATO.305, which mandates minimum 10% classroom time. This means at least 8 hours. If and when a course is offered by Bristol/CATS, are we likely to see a distance learning + brushup session format like the one currently in place for ATPL exams?

3) I read in another post that the CBM-IR can only be attached to a PPL or CPL. I wonder what is the justification for this, since EASA insist it's a fully ICAO compliant IR. If one were to complete the ATPL TK (which gives full credit for the EIR/CBM theory as per publication above), then add EIR and CBM ratings to licence, can you then attach the CBM to an ATPL later on?
I know, some will say: if you're going to take the old-style ATPL theory, what's the point, just take the old IR and be done with it. My question comes from the perspective of a plain-vanilla PPL who at the moment isn't interested in airlines, so would be happy to progress via EIR first and CBM later, but would like to keep his options open for the future. Would hate to be in a dead-end 3 years down the line, aiming for ATPL and having to take an IR all over again.

Earlier this year I saw a table somewhere, I think within the proposals for the CBM/IR, that said European CPL holders would be exempt from taking the written exams for the CBM/IR. Was I dreaming, or has that just not been included in the amended regulation?

The CAA does not state if an exams ready or not. They must follow the EASA rules, so pr definition this exam is ready now. However, since the CAA approves the training manual for every ATO, they can just delay the approval until they are ready with the exams.

I know of schools (in DK) that are in the progress of developing the 8 hour DL course. They only wait for the TK to be announced, before finalizing the papers.

MrAvarage ->
I do not see how a CPL rating would qualify you for IR TK. CPL is strictly VFR.

I was surprised to see the statement myself but assumed that perhaps a pass in the old UK CPL writtens were as good as the seven IR exams.

In fact they used to be before Europe interfered.

EASA keeps a European central question bank. The questions are likely to be a subset of the current IR questions (just as the LOs are a subset of the current LOs). Give them a few months.

Can't see why not, but you'll have to ask Bristol and CATS.

The CBM-IR is simply another syllabus for the modular IR, set out in App 6 of Part-FCL. There is no limitation on how this modular IR can subsequently be used to acquire other qualifications but an ATPL applicant must have completed the ATPL TK. You don't normally talk about "attaching" an IR to an ATPL, because an IR is a pre-requisite for an ATPL.

I cannot remember. Is valid ATPL TK a requirement to do a Type Rating course?

Could it legally be possible for someone to co-pilot a Pax Carrying Jet and only take the ATPL TK exams if, later, they actually wanted an ATPL? Of course, in practice, would airlines employ such a First Officer?

Found it:

http://www.pplir.org/images/stories/...GA_IR_v2.1.pdf

On page 12 it shows a CPL holder can bypass the writtens.

It is a pre-requisite for a first multi-pilot type rating course (FCL.720.A(d)(3))

It's not correct.

EIR & C-bM IR AMC & GM released!
 

The Aircrew Regulation amendment came into law at midnight yesterday; EASA has now released the Explanatory Note at https://www.easa.europa.eu/agency-me...2014-022-R.pdf and the amendments to the Acceptable Means of Compliance and Guidance Material (AMC & GM) at https://www.easa.europa.eu/agency-me...2014-022-R.pdf.

This should now enable ATOs to develop suitable C-bM IR and EIR courses.

fAA to EASA IR
 

Im sure the 2015 date won't be met. With many hundreds of FAA IR pilots in EASAland, there won't be enough Examiners to test when the inevitable last minute sylabus/paperwork /application forms are issued by EASA to the reduced number of ATOs then in existence..