Let's fly IFR

Dominique Roland • 28 March 2019
in community General Aviation

This latest episode of Sunny Swift is intended to support easier and safety flying in Instrument Flight Rules (IFR) conditions. 

The cost and time to get a full Instrument Rating is often prohibitive for many General Aviation (GA) pilots.  EASA is simplifying the rules to enable GA pilots to carry out competency based training that focussed on the specific risks associated with flying IFR with single engine and single pilot aircraft. 

Why is this important?  After Loss of Control, collisions with terrain or obstacles are the most common type of fatal accident in GA.  Mid-air collisions are also key risk area for GA accidents.   Many of these accidents are in situations where pilots become disorientated in poor weather conditions.  The better prepared we can be as pilots for flight in IFR conditions the safer we will be!  


Comments (7)

Florian Rhyn

I am very glad EASA chose to grow the IR pilot population and I will be one of those with a BIR (EIR atm). However, it is very important that there will be a simple, tailored bridge course from BIR to the normal IR. Otherwise it will be less attractive to young pilots. Since only the minimums are different there should be a minimalistic course, e.g. a couple hours with IRI and a skill check.

Dominique Roland

Yes Julian, and we are continuously working with OEMs to find a way to approve the installation of less expensive, not TSO'd avionics.

Marc from AVIAZE

Really happy to hear that. IR knowledge provides and extra safety level to any pilot. Before having my IR, I remember I was extremely afraid of fog, clouds, up to a point where I would only fly in CAVOK... Now, although very prudent when planning and flying VFR, I feel I have much more resources that could get me out of an undesired and unexpected situation. Safety First! congrats to EASA, catching up with reality of GA!

Robert Ödlund

Have a question regarding IR for SEP(sea). We are a couple of guys that have taken SEP(sea) rating and we hold valid SEP(land) with IR and MEP(land) with IR. When we got our new licenses we did not get any IR for the SEP(sea). We have been told that we need to do a separate IR skill test for SEP(sea). But if we would have hold SEP(land) and SEP(sea) both without IR and done an IR Skill Test on MEP(land), we would have got IR on both SEP(sea) & SEP(land) also...
On the IR Skill Test report form that we have looked at it only state “IR Single engine” and “IR Multi engine” nothing about land or sea.
Can’t Appendix 8 be used for credit in our case to issue an SEP(sea) including IR?
Since FCL.605 IR – Privileges, state “ (c) Holders of an IR shall exercise their privileges in accordance with the conditions established in Appendix 8 to this Part.”

Erlend Vaage

According to table in Part-FCL appendix 8:
When a proficiency check including IR is
performed, and the holder has a valid SP ME class rating, operated as single-pilot - Credit is valid towards the IR part in a
proficiency check for SE class and type rating (*Provided that within the preceding 12 months the applicant has flown at least three IFR
departures and approaches exercising PBN privileges, including one RNP APCH approach on an SP class or type of aeroplane in SP operations).

See page 1232 here: https://www.easa.europa.eu/sites/default/files/dfu/Part-FCL.pdf

So I guess you should be okay? I believe the IR is considered as a "stand alone" rating and the table in appendix 8 will give you the answer on what you are allowed to do, not whatever is written in the table on your license.

Axel-Stéphane Smorgrav

The problem lies with different practices among NAAs when it comes to entering the ratings in licenses when getting cross-credit for a proficiency check. I have had several discussions with LT because they will not enter IR-SE in my license following revalidation of IR-ME although I have passed the IR-SE skill test prior to the IR-ME skill test. They argue that they cannot enter IR-SE into my license if I have not had an IR proficiency check in a SE airplane, but furthermore that my license is valid to fly IR-SE because of cross-credit as per Appendix 8, and their records do reflect that I have passed the IR-SE skill test.

Living outside of Norway, the problem I see is documenting to French law enforcement that I am qualified for IR-SE, since French NAA would have entered IR-SE in a license in similar circumstances. I could be charged with conducting an IFR flight without the appropriate rating.

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