Instrument Rating (IR)
Instrument Rating (IR)
The instrument flight pilot training from Executive Flight is really top-notch. The combination of our rock-solid briefings in advance, the use of a low cost upgraded Microsoft Flight Simulator (FSX) on your laptop as a procedure trainer and the location choice of Antwerp, Liege and Charleroi where you can practice all kinds of approaches guarantees a top instrument flight training. In the Belgian / French / German border region you can find all possible approaches within 15′ flight time. (Think GNSS / GPS / VOR / NDB / ILS / LOC / GCA) And this makes this course incomparably better than other instrument flight courses in the Netherlands. The “direct access” to these airports, often without having to apply for a slot and without (or very low) landing fees, ensure a very cost effective instrument flight training that offers the realistic operational experience so indispensable for the new instrument pilot who wants to become a professional pilot.
Executive Flight also has a special curriculum for General Aviation (GA) private pilots who actually need a completely different pilot study program for the instrument training than airline pilots. Instrument flying for GA pilots in smaller airplanes with fewer resources, where you’re immediately thrown into the deep end as a pilot in command, is more difficult, harder and riskier than for novice airline pilots ….
The instrument rating course has a separate theoretical training module. This course consists of 450 study hours and 150 contact hours, which can be brought back to 15 contact hours with our Distance Learning System (DLS).
Do you want to do an IR course virtually without any theory? Today that is possible and we can offer you a combination course consisting of the En Route IR (EIR) and the Competency Based-IR (CBM-IR which will get you a full unrestricted IR with a small DLS based on only 8 contact hours!
New: Precision Based Navigation (PBN) annotation for Instrument Rating certificate holders
Last but not least, ExecutiveFlight is the first in the Netherlands to work with a completely PBN upgraded simulator and aircraft fleet, which means that we can now offer you the module GNSS / GPS approaches that will be mandatory for all new and existing Instrument Pilots in 2020! So get ready for the future at EF!
Read our unique flight training Wiki, the only place in NL where all EASA regulations are briefly and concisely summarized for all types of pilot training!
Training program (IR)
We have made every effort to minimize prices.
SINGLE ENGINE INSTRUMENT RATING (IR)
INSTRUMENT RATING (IR) on DA40
|Boeken + Docs + ATO overhead||€ 1,210|
|IR Theory (optional if no ATPL theory)|
|35 hrs DA-40/42 FNPT II simulator||€ 5,425|
|5 hrs dual C152 with instructor||€ 1,059|
|10 hrs dual C172 with instructor||€ 2,662|
|10 hours of briefings (estimated)||€ 484|
|TOTAL SINGLE ENGINE INSTRUMENT RATING (IR) on DA-40 G1000 *||€ 10,840|
|*(all incl. except pilot supplies/books, theory course, government charges (LPE/Medical/Licensing) req. landings & exam fees, possibly extra req. flights and landings)|
*(all incl. except pilot supplies/books, theory course, government charges (LPE/Medical/Licensing), possibly extra req. flights and landings not in homebases )
Specific advantages of the Single Engine Instrument Rating (IR) pilot training at ExecutiveFlight
- Excellent training locations directly at IFR airports unlike the situation in the Netherlands where you need to fly from VFR airports like Teuge, Seppe, Lelystad in nice weather, to an IFR airport. This saves a lot of time and costs and improves the quality of the flying lessons considerably.
- Within a radius of 15 ‘flying, there are numerous airports located with all types of IFR approaches available. This is impossible in the Netherlands.
- These airports almost always have training slots available and require no or very low landing fees / ATC charges. Please note that each landing, including any touch & go to non home based IFR airports in the Netherlands are very expensive, between 30 and 80 euros. You will land at least 30-40 times in the course of your instrument pilot training. Calculate your cost savings!
- All local landing fees and ATC charges included (Charleroi / Liège) or very low (Antwerp)
- At Executive Flight, you can also do the IR theoretical training. By doing everything in the same ATO you can directly start flying without first having to finish the theory-course!
- Installation of Microsoft Flight Simulator (FSX) with all kinds of helpful apps and a pin-compatible G1000 on top of it for procedure training at home. Saves a lot of time and money.
- Possibility to follow remote instrument flying lessons at home on the Microsoft Flight Simulator (FSX) IR via the web, with a live instructor!
- Combination training possible with our digital flight workshop.
- The first in the Benelux with a completely upgraded fleet and IR curriculum with the new Precison Based Navigation (PBN) approach modula based on GNSS/GPS technology which will become mandatory in 2018-2020 for all new and existing Instrument Pilots!
- Instructor, Fuel, VAT & TKS anti-icing fluid included
- Rent of aircraft for the skilltest included
- All required manuals and documents on Google Drive
3-6 months. Depending on the availability of the student.
Single Engine Instrument rating (SE/IR) training overview
Check the EIR / CBIR Wiki button for the training program of the competency-based and en-route IR 35 hours in an Alsim AL200 FNPTII simulator 15 hours Flight in a Cessna 182RG or Cessna172 12 hours Briefings * Note: for the instrument rating the candidate must also possess the IR theory certificate (see IR Wiki).
- Precision and non-precision instrument approaches
- Missed approach procedures
- Standard instrument departures
- Flying in airways
- Standard instrument arrivals and emergency procedures in Instrument Meteorological Conditions (IMC)
- Holdings (VOR, NDB)
- Interceptions (VOR, NDB)
- Procedure turns
- DME arcs
- Circling approaches
- Emergencies: Partial panel, stalls, unusual atitudes
- New: PBN / GNSS / GPS approach module possible as an extension
An instrument rating gives the holder the right to fly under IFR (instrument flight rules), which means that he may perform flights in which he navigates using ground beacons, GPS and cockpit instruments. This offers the possibility to fly in almost all weather conditions. During the training a simulator is also used in addition to the training plane, called a FNPT (flight and navigation procedure trainer). There are two degrees in FNPT, a FNPTI and FNPTII, the FNPTII gives a more realistic representation of flying for real than the FNPTI so therefore one may train more hours on this one. For those holders of a PPL who are interested in obtaining an IR without having to do the tough theoretical IR course, now there is also the EIR (en-route IR) and the CBIR (competency-based IR), check the pages for more information.
Pre entry requirements
To pass instrument rating (IR), one must have a PPL or CPL pilot license with at least 50 hours of cross-country flight as Pilot In Command. (PIC)
The practical training consists of 50 hours of flight instruction under IFR, of which 35 in a FNPTII simulator or 20 in a FNPTI simulator. If both a FNPTII and a FNPTI simulator are used for training then maximum 10 hours may be done in the FNPTI. Theory course A candidate for the instrument rating must have completed seven theoretical subjects successfully: IFR communications, radio navigation, meteorology, human performance and limitations, flight planning and monitoring, general knowledge of the aircraft, instruments and air legislation. The results obtained for theory are valid for 36 months, and the IR course must also be completed within that time. The theory course is 150 contact hours, which can be brought back to 15 DLS (distance learning system).
Revalidation (rating has not yet expired)
The Instrument Rating (IR) expires each year and must be renewed every year with a proficiency check by an examiner. This is possible from 3 months before the expiry date. Every other year, the check can be done in a simulator. The hereby obtained SE-IR or ME-IR allows you to apply for a job at an airline but don’t do MEP-IR flying by yourself anymore!
Renewal (rating has expired)
When the rating has expired, the flight school determines which additional training program is needed before a check can be conducted by an examiner. If the license is expired less than one year, two training sessions should take place at an ATO before the candidate can do his exam. Less than three years means three training sessions. And more than seven years means that the entire course, including the theory, should be re-done.
For the costs of this separate theoretical course please see the prices page on the website. If the option Distance Learning (DLS) is selected, the required contact hours for the theoretical training can be brought back to 10%. For instrument rating at least a class 2 medical is needed in addition to a hearing test. If one wants to work as a professional pilot a Class I medical is always required .
FCL.600 IR — General Except for what is provided in FCL.825 fly manoeuvres under IFR on an airplane, helicopter, airship or powered-lift aircraft may only be carried out by holders of a PPL, CPL, MPL and ATPL with an IR applicable to the category of aircraft or during skill testing or dual control. FCL.605 IR – Competencies a) The competencies of a holder of an IR imply to fly an aircraft under IFR with a minimum decision altitude of 200 feet (60 m). b) In the case of a multi-engine IR, these competencies can be extended to decision altitudes lower than 200 feet (60 m) when the applicant has followed specific training at an ATO and has passed section 6 of the skill test as prescribed in Appendix 9 of this part in multi-crew certified aircrafts . c) Holders of an IR shall exercise their competencies in accordance with the conditions laid down in Appendix 8 of this section. d) For helicopters only. To be authorized to perform as PIC under IFR in multi-pilot certified helicopters, the holder of an IR (H) shall have gained at least 70 hours of instrument time which shall not exceed 30 hours of simulator time. FCL.610 IR – Admission requirements and exemptions Applicants for an IR shall: a) hold: 1) at least a PPL in the appropriate aircraft category, and: i) the competencies to fly at night in accordance with FCL.810, if the IR competencies will be used at night; or ii) an ATPL in another category of aircraft; or 2) a CPL, in the appropriate aircraft category. b) have flown at least 50 hours cross-country as PIC in airplanes, TMG, helicopters or airships of which at least 10 or, in the case of airships, 20 hours in the relevant aircraft category. c) Helicopters only. Candidates who have followed an integrated training course for an ATP (H) / IR, ATP (H), CPL (H) / IR or CPL (H) shall be exempted from the requirement under b). FCL.615 IR -Theoretical knowledge and flight instruction a) Course. Applicants for an IR shall have received a theoretical course and flight instruction at an ATO. This course should: 1) be an integrated training course including training for the IR, in accordance with Appendix 3 to this Part; or 2) be a modular course in accordance with Appendix 6 to this Part. b) Examination. An applicant shall demonstrate a level of theoretical knowledge appropriate to the competencies granted in the following subjects: – Air Legislation, – familiarity with the aircraft – instruments, – Flight Planning and Flight Monitoring, – Human Performance, – Meteorology, – Radio Navigation, – IFR communications. FCL.620 IR – Skill test a) An applicant for an IR must pass a skill test in accordance with Appendix 7 to this Part to demonstrate the ability to perform the relevant procedures and manoeuvres with the degree of proficiency approproate to the privileges granted. b) For a multi-engine IR, the skill test shall be taken in a multi-engine aircraft. For a single-engine IR, the test must be taken in a single-engine aircraft. A multi-engine airplane with propulsion on the axis will be considered a single-engine airplane for the purposes of this paragraph. FCL.625 IR – Validity, extension and renewal a) Validity. An IR shall be valid for one year. b) Extension. 1) An IR shall be extended within the three months immediately preceding the expiry date of the competency statement. 2) Applicants who fail to pass the relevant section of an IR proficiency test before the expiry date of the IR shall not exercise the privileges of the IR until they have passed the proficiency test. c) Renewal. To renew their competencies candidates shall: 1) follow a refresher training at an ATO to obtain the level of proficiency needed to pass the instrument element of the skill test in accordance with Appendix 9 to this Part; and 2) complete a proficiency check in accordance with Appendix 9 to this Part, in the relevant aircraft category. d) If the IR was not extended during the past 7 years nor renewed, the holder must pass the theoretical exam and skill test regarding IR. SECTION 2 Specific requirements for the airplane category FCL.625.A IR (A) – Extension a) Extension. Applicants for the extension of an IR (A): 1) when combined with the extension of a class or type rating, shall pass a proficiency check in accordance with Appendix 9 to this Part; 2) when not combined with the extension of a class or type rating shall: i) for one-pilot certified airplanes, section 3, b), and those parts of section 1 relevant described for the intended flight pass the aptitude test described in Appendix 9 of this part; and ii) for multi-engine airplanes, complete section 6 of the proficiency check for onepilot-certified airplanes in accordance with Appendix 9 to this Part solely using instruments. 3) An FNPT II or an FFS representing the relevant class or the relevant type of airplane may be used in the case of point 2), but the proficiency check for the extension of an IR (A) in these circumstances shall be at least be alternately carried out in an airplane. b) Cross-credit shall be given in accordance with Appendix 8 to this Part. A. IR (A) – Modular flight training
FCL.600 IR — General Except as provided in FCL.825 movements under IFR allowed on an airplane, helicopter, airship or powered-lift aircraft only be carried out by holders of a PPL, CPL, MPL and ATPL with an IR appropriate to the category of aircraft or during taking skill testing or dual. FCL.605 IR – Privileges a) The powers of a holder of an IR are to fly aircraft under IFR with a minimum decision height of 200 feet (60 m). b) In the case of a multi-engine IR, these privileges are extended to decision heights lower than 200 feet (60 m) when the applicant has undergone specific training at an ATO and has passed section 6 of the skill test prescribed in Appendix 9 of this part more pilot-pilot aircraft. c) Holders of an IR shall exercise their powers in accordance with the conditions laid down in appendix 8 of this section. d) Helicopters only. To exercise privileges as PIC under IFR in multi-pilot pilot helicopters, the holder of an IR (H) shall have at least 70 hours of instrument flying time which shall not exceed 30 hours of simulator time. FCL.610 IR – Prerequisites and crediting Applicants for an IR shall: a) hold: 1) at least a PPL in the appropriate aircraft category, and: i) the powers at fly at night in accordance with FCL.810 if the IR privileges programs will be used at night; or ii) a ATPL in another category of aircraft; or 2) a CPL, in the appropriate aircraft category b) at least 50 hours cross-country flight as PIC have flown in airplanes, TMG, helicopters or airships of which at least 10 or, in the case of airships, 20 hours in the relevant aircraft category. c) Helicopters only. Candidates who have followed an integrated training course for an ATP (H) / IR, ATP (H), CPL (H) / IR or CPL (H) shall be exempt from the requirement b). FCL.615 IR -Theoretical knowledge and flight instruction a) Course. Applicants for an IR shall have received a course of theoretical knowledge and flight instruction at an ATO. This course should: 1) an integrated training course are including training for the IR, in accordance with Appendix 3 to this Part; or 2) a modular course in accordance with Appendix 6 to this Part. b) Examination. An applicant shall demonstrate a level of theoretical knowledge appropriate to the privileges granted in the following subjects: – Air Law, – familiarity with the aircraft – instruments, – Flight Planning and Flight Monitoring, – Human Performance, – Meteorology, – Radio Navigation, – IFR communications. FCL.620 IR – Skills a) An applicant for an IR shall pass a skill test in accordance with Appendix 7 to this Part to demonstrate the ability to perform the relevant procedures and maneuvers with the competency appropriate to the privileges granted. b) For a multi-engine IR, the skill test shall be taken in a multi-engine aircraft. For a single-engine IR, the test must be taken in a single-engine aircraft. A multi-engine airplane with thrust on the axis will be considered a single-engine airplane for the purposes of this paragraph. FCL.625 IR – Validity, revalidation and renewal a) Validity. An IR shall be valid for one year. b) Extension. 1) An IR shall be revalidated within the three months immediately preceding the expiry date of the statement. 2) Applicants who fail to pass the relevant section of an IR proficiency check before the expiry date of the IR shall not exercise the privileges of the IR until they have passed the proficiency test. c) Renewal. If an IR has expired, should candidates to renew their powers: 1) to obtain receive refresher training at an ATO to the level of proficiency needed to pass the instrument element of the skill test in accordance with Appendix 9 to this Part; and 2) complete a proficiency check in accordance with Appendix 9 to this Part, in the relevant aircraft category. d) If the IR was not renewed during the past 7 years or renewed, the holder must again pass the theoretical knowledge examination and skill on IR.
Specific requirements for the airplane category FCL.625.A IR (A) – Extension a) Revalidation. Applicants for the revalidation of an IR (A): 1) when combined with the revalidation of a class or type rating, shall pass a proficiency check in accordance with Appendix 9 to this Part; 2) when not combined with the revalidation of a class or type rating, shall: i) éénpiloot-pilot airplanes, section 3, b), and those parts of section 1 relevant described for the intended flight passing the aptitude test Appendix 9 to this part; and ii) for multi-engine airplanes, complete section 6 of the proficiency check for éénpiloot-pilot airplanes in accordance with Appendix 9 to this Part by sole reference to instruments. 3) An FNPT II or an FFS representing may be used for the relevant class of the relevant type of airplane in the case of point 2), but the proficiency check for the revalidation of an IR (A) in these circumstances shall be at least are alternately carried out in an airplane. b) Cross-credit shall be given in accordance with Appendix 8 to this Part. A. IR (A) – Modular flight training 9. An applicant for an IR shall informs the examiner about the checks and duties carried, including the identification of radio facilities. Checks are carried out in accordance with the authorized checklist for the aircraft on which the test is being taken. The candidate is required to determine power settings and speeds during the flight preparation for the test. Performance data for take-off, approach and landing shall be calculated by the applicant in accordance with the operations manual or flight manual for the aircraft used. TOLERANCE FLIGHT TEST 10. The applicant shall demonstrate the ability to: operate the aircraft within its limitations; all manoeuvres with smoothness and accuracy; demonstrate good judgment and directorship; apply aeronautical knowledge; and always keep the aircraft under control so that at no time serious doubts about the successful outcome of a procedure or maneuvoevres is created. 11. The following limits shall apply, with an allowance for turbulent conditions and the characteristics of the flight behavior and performance of the aircraft used. Height: Generally ± 100 feet, initiate a relaunch at decision height (DH / DA) + 50 feet / – 0 feet Minimum descent height (MDH) / MAP / altitude above mean sea level + 50 feet / – 0 feet Tracking rates: according to radio aids ± 5 ° precision approach half scale deflection, azimuth and glide path Heading: all engines operating ± 5 ° with simulated engine failure ± 10 ° Speed: all engines operating ± 5 knots with simulated engine failure + 10 knots / – 5 knots CONTENT OF THE TEST Winged aeroplanes SECTION 1 — PRE-FLIGHT OPERATIONS AND DEPARTURE Use of checklist, airmanship, procedures for anti-icing / de-icing, etc., are applicable to all sections a Use of flight manual (or equivalent), in particular calculation of the performance of the aircraft mass and balance b Use of air traffic services document, meteorological document c Preparation of ATC flight plan, IFR flight plan / log d inspection prior to flight e Meteorological minima f Taxiing g briefing before the start, takeoff h ((o)) Transition to instrument flight i ((o)) instrument departure procedures, altimeter setting j ((o)) ATC liaison – compliance, R / T procedures SECTION 2 – GENERAL CONTROL ((o)) a Control of the airplane solely on instruments, including: level flight at various speeds, trim b curves during climbing and descending with standard curve (rate 1) c Recoveries from unusual attitudes, including turns with sustained 45 ° bank and steep turns during the descent d (1) Recovery from approach to stall in level flight, in turns during climbing / descending and in landing configuration – only applicable to airplanes e Limited instrument panel: stabilized climb or descent curve (rate 1) for certain headings, recovery from unusual attitudes – only applicable to airplanes SECTION 3 – IFR PROCEDURES “EN ROUTE” ((o)) a To hold, including intercepting rates to and from e.g. NDB, VOR, RNAV b Use of radio aids c level flight, retention rate, altitude and flight speed, power settings, trim technique d e The altimeter settings e Timing and revision of ETAs (wait ‘en route’, if required) f Monitoring of flight progress, flight log, fuel usage, systems management g procedures Ice protection, if necessary, simulated h ATC liaison – compliance, R / T procedures SECTION 4 – PRECISION APPROACH PROCEDURES ((o)) a Setting and checking of navigational aids, identification of facilities b Arrival procedures, altimeter checks c approach and landing briefing, including controls descent / approach / landing checks d ((+)) Holding procedure e Compliance with published approach procedure f approach timing g the control of altitude, speed, heading (stabilised approach) h ((+)) actions at relaunch i ((+)) procedure for aborted approach / landing j ATC liaison – compliance, R / T procedures SECTION 5 – NON-PRECISION APPROACH PROCEDURES ((o)) a Setting and checking of navigational aids, identification of facilities b Arrival procedures, altimeter settings c Approach and landing briefing, including controls descent / approach / landing d ((+)) hold procedure e Compliance with published approach procedure f timetable approach g Keeping under control of altitude, speed, heading (stabilised approach) h ((+)) actions for relaunch i ((+)) procedure for aborted approach / landing j ATC liaison – compliance, R / T procedures SECTION 6 – FLIGHT WITH ONE ENGINE SHUT OFF (only multi-engined airplanes) ((o)) a Simulated engine failure after take-off or during the go-around b approach, restart and procedure for aborted approach with one engine shut off c approach and landing with one engine switched off d ATC liaison – compliance, R / T procedures (1) May be performed in an FFS, FTD 2/3 or FNPT II. (+) May be carried out in either section 4 or section 5. (o) Must be performed by sole reference to instruments.
EIR The holder of an EIR (en-route IR) may fly under IFR during the ‘en route’ part of the flight. Even at night if he has a night qualification (NQ). The holder of an EIR should perform his flight only if: i) weather conditions at departure are in such a way that the segment of the flight from the start to a planned transition from VFR to IFR can be performed under visual flight rules; and
ii) the weather conditions at the planned destination aerodrome are in such a way on the ETA that the segment of the flight, from a transition from IFR to VFR to the landing, can be visually carried out under visual flight rules (VFR).
The CBIR (competency-based IR) gives the same rights as a full IR, however, the theory course is considerably less heavy. The course for the CBIR consist of 40 hours of flight training, but can be reduced to only 10 hours of training on the basis of competence (experience). The CBIR is also a way to convert foreign IRs (FAA / ICAO instrument rating conversions) to European IRs if a candidate with a foreign IR has flown more than 50 hours as pilot in command under IFR (instrument flight rules), he can do direct examination to get a European IR. A lot of things with regard to this new rating is still unclear and everything is customised. So call or email for advice.
Pre entry requirements
EIR A valid license for private pilot (PPL) and 20 hours cross-country flight as pilot in command. CBIR A candidate for such a competency based modular IR (A) (competency-based IR) shall hold a PPL (A) or CPL (A). And have a reasonable experience in flying under IFR (instrument flight rules) of 50 or more hours as Pilot in Command. (PIC) If you do not meet this criterion of hours one can go through a CBMIR theory course consisting of 80 hours of distance learning and 8 contact hours. This theory course is exactly the same as for the EIR.
EIR Training course. An applicant for an EIR must have completed the following at an Aviation Training Organisation (ATO) within a period of 36 months. Practical instruction in instrument flying, whereby: i) the flight training for a single-engine EIR includes at least 15 hours of instrument flight training; OR ii) the flight training for a multi-engine EIR comprising at least 16 hours of instrument flight time, includes at least four hours in multi-engine aircrafts. Theory: Before taking the skill test, the candidate must demonstrate a level of theoretical knowledge of the subjects listed in FCL.615 appropriate for the competencies granted (b). Skills. Upon completion of the training, the candidate must pass an skill test conducted by an examiner instrument flying(IRE). For a multi-engine EIR, the skill test will be held in a multi-engine airplane. For a single-engine EIR, the test is conducted in a single-engine airplane. Notwithstanding the provisions of paragraph c) and d) the holder of a single-engine EIR who also holds a multi-engine class or type rating and who wants to obtain a multi-engine EIR for the first time, shall complete a course at an ATO comprising at least two hours of instrument flight training during the “en route” phase of flight in multi-engine airplanes, and pass the skill test specified in point e). CBIR An approved competency-based modular IR (A) course must at least comprise 80 hours of theoretical educational content, this can be reduced to 8 hours using computer-assisted learning and e-learning elements. The process for the acquisition of an IR (A) after this modular training is based on competence. Nevertheless, the candidate must meet the following minimum requirements. Additional training may be required to achieve the appropriate level of competence. A single-engine, competency-based modular IR (A) course shall comprise at least 40 hours of instrument time under instruction, of which 10 hours of simulator time in a FNPT I at most, or at most 25 hours in an FFS or FNPT II. 5 Hours of simulator time at most in an FNPT II or FFS may be performed in a FNPT I. There are two degrees in FNPT, a FNPTI and FNPTII the FNPTII gives a more realistic representation of flying for real than the FNPTI and therefore more hours may be trained on this one. i) If the candidate: A) received instrument flight instruction from an IRI (A) or an FI (A) who is responsible for taking care of the IR program; or B) previous experience in instrument flight time as PIC on airplanes, following a rating to fly under IFR and in IMC may be included in the aforementioned 40 hours to the maximum of 30 hours. ii) If the candidate has completed earlierly indicated instrument flight training, other than under paragraph a) i) these hours may be added up for purpose of the required 40 hours and this to a maximum of 15 hours. iii) The flight training must include at least 10 hours of instrument flight training in an airplane at an ATO.iv) The total size of the dual instrument instruction time shall not be less than 25 hours. b) To determine the number of hours taken into account and identify training needs, the candidate needs to undergo an admission assessment. c) Completion of instrument flight instruction provided by an IRI (A) or FI (A) in accordance with a) i) and b) i) as mentioned above shall be recorded in a special program file, as authorised by the instructor. The flight instruction for the competency-based IR (A) must include the following: a) procedures and manoeuvres for basic instrument flight covering at least the following: i) basic instrument flight without external visual references; ii) level flight; iii) climbing; iv) descending; v) turns in level flight, climbing, descent; vi) instrument pattern; vii) steep curve; viii) radio navigation; ix) recover from unusual attitudes; x) limited instrument panel; and xi) recognition of and recovery from incipient and full stalls; b) pre-flight procedures for IFR flights, including the use of the flight manual and appropriate air traffic services documents in the preparation of an IFR flight plan; c) procedure and manoeuvres for IFR operation under normal, abnormal and emergency conditions covering at least the following: i) transition from visual to instrument flying at takeoff; ii) standard instrument departures and arrivals; iii) ‘en route’ -IFR procedures; iv) holding procedures; v) instrument approaches to specified minima; vi) aborted approach procedures; and vii) landings after instrument approaches, including “circling”; d) in-flight manoeuvres and particular flight characteristics; e) where required, operation of a multi-engine airplane in the aforementioned exercises, including: i) control of the airplane solely by reference to instruments simulating one non-operational engine; ii) shut off the engine and restart (to be performed at a safe altitude unless carried out in FFS or FNPT II). A candidate for the competency-based modular IR (A) who holds a PPL or CPL holder in accordance with the FCL part (European PPL or CPL) and holds valid IR (A) in accordance with the requirements of Annex 1 to the Chicago Convention issued by a third country (ICAO or FAA), can be completely exempted from the training mentioned above. To obtain the IR (A) the applicant must: a) pass the skill test for the IR (A) in accordance with Appendix 7; b) demonstrate during the skill test and to the examiner to have gained an adequate level of theoretical knowledge of aviation law, meteorology and flight planning and performance (IR); and c) have minimum experience of at least 50 hours of flight time under IFR as PIC on airplanes. Theoretical education At least 80 hours of theoretical knowledge in accordance with FCL.615 (https://www.easa.europa.eu/system/files/dfu/2014-022-R-Annex%20to%20ED%20Decision%202014-022-R.pdf) ; to be brought back to 8 hours using a DLS (distance learning system).
EIR If the holder of the EIR (en route instrument rating) has gained some experience under IFR (instrument flight rules), he can prepare his EIR to a CBIR (competency-based IR) with only 10 hours of training at an ATO (flight school). The CBIR gives the holder the same rights as a full IR, this way the candidate has obtained a full IR without having to do the whole IR theory courses. CBIR The competency-based IR is the ideal way for PPL’ers to learn to fly at their convenience, without much theoretical examinations under IFR