EIR for C/PPL(H)
 

I've been searching the web and pprune for infomation regading the new EASA EIR license. The "IMC except for takoff and landing" license.
All places I visited were referring to PPL(A) or "aeroplane".:{

Is the EIR applicable to us helo pilots at all?

Generally speaking, if I were to fly in enroute IMC on my EIR and all engines would quit, I'd be forced to do an autorotation landing; hence I will have to be trained to do so during EIR training, I'd guess. :E

Thus, if I can and may fly in enroute IMC, be vectored around by ATC and are capable of conducting emergence procedures in IMC this sounds as if very little is missing to a full on IR.

Even an IR helo pilot landing an helo in IMC has to obey decision altitude and MAP rules, the final couple feet are done with ground in sight, right?

Frankly, if EIR privileges may be exercied as C/PPL(H) at all, to me the helo EIR appears to be technicaly and skillwise almost identical to IR.:ok:

So why is denying IFR takeoff and landing making EIR so much easier and cheaper, for a PPL(H) ?

No, the EIR is specifically an aeroplane rating and will most probably remain so.

Heard any rumours regarding EASA's reasoning for that limitation? :{

Is handling emergencies in IMC in a C172 deemed so much simpler than in say an AS350? Personally, I'd rather be in an Helo than a Plank when propulsion stops, especially in IMC :E

The fixed wing is generally more stable.

This EIR is CBMIR is primarily aimed at bringing all the N-reg PPL flyers into the EASA fold (they can now easily convert their foreign instrument ratings without having to shell out fortunes. Of course savvy ones among us have realised it leads to a cost effective way of getting a full IR(H) and a whole host of extra qualifications along the way. ;)

Now we're getting somewhere, emerging pattern noticed. :ok:

Ahh, please do elaborate further!
Something along the line of deliberately getting a FAA-IR(H), progressing/rewriting it into an EIR and adding the missing bits
to a full IR(H). How much would one save that way?

I've no clue but for a FAA-IR don't a need a FAA-PPL first?:suspect:
And what extra qualification were you referring to? :hmm:

Reely - Pm sent

BTW, you can stick/tack on full FAA (checkride with FSDO inspector or DPE) INSTRUMENT HELICOPTER on validation of foreign licence (would be PPL privileges in US, if need more info, search 61.75 etc). If in US doing IR(H) and having experience to pass FAA private or comm, why not do that as well? Simpler for future, as piggyback licenses can be pain for any changes (new verification letter to FAA, which lasts 6 months etc).

IMC rating, as UK specific, had aim to facilitate flying in tosh UK weather, improve safety etc, from how I see it. Since it's mainly for dealing with IMC conditions and flying S&L plus standard rate turns, climbing/descending through some overcast etc, in AEROPLANE suitably equipped, I can't see it happening the regulators rewrite the regs to suit couple helicopter pilots.

Remember, the EIR only exists due to pressures/lobby of groups/UK CAA/individuals to morph IMCR to EIR in EASA system. Was there heli specific IMCR? No. Thus no reason to transfer any existing rights/privileges to EASA.

No, I'd rather be in f/w in IMC than R22/44, btw. I'm FAA IFR rated (uncurrent) and I'd rather not be in unstabilised Robinson or small heli in IMC, but if current and not in canyon, wouldn't be bothered by bit of milk outside the cockpit.