Quick summary: <\/strong> The EASA Basic Instrument Rating (BIR)<\/strong> offers a simpler, more flexible, and affordable<\/strong> way for European pilots to earn an IR.<\/p>\n\n\n\n \u2705 100% Online Theory \u2013 No classroom required. Fully online! Click here to get your course and start right away.<\/a><\/strong> Read the full article below for details: Obviously the idea here is to inform European pilots of a fantastic regulatory development allowing them to obtain an EASA (B)IR in a lighter, simpler and cheaper way.<\/p>\n\n\n\n A little history first. According to unverified sources, approximately 50% of pilots in the USA (FAA licenses) have an instrument rating. Admittedly, not all of those maintain actual IFR currency, however, they have all undergone the required training and are familiar with flying on instruments. On the other side (of the atlantic), the ratio of pilots with an instrument rating is a low single digit percentage. An astonishing difference indeed, and a lost opportunity for flight safety.<\/p>\n\n\n\n An instrument rating can make pilots safer<\/a>. Yes, while there are pilots flying around happily and just as safely under VFR with no intention to change that, we’re talking statistics here (VFR in IMC!). The GA private flying safety record isn’t exactly stellar, and it isn’t improving either. Logically, it’s therefore in the regulator’s (EASA stands for European Aviation SAFETY Administration, after all) interest to enable as many pilots as possible to obtain additional qualifications such as an IR in an easier way. <\/p>\n\n\n\n So a few years back, a first shy try of an “IR light” was implemented, and, you guessed it, it failed tragically. The “E IR” (enroute instrument rating) didn’t appeal to a significant number of pilots at all. The CB IR<\/a> course came along, and while offering quite some flexibility (e.g. training 30 hours in your plane with an independent instructor outside an ATO), it too didn’t substantially increase the number of IR rated pilots. Don’t get me wrong, the CB IR was (again, relatively speaking) a revolution by EASA standards for obtaining a full ICAO compliant instrument rating. So you’re probably asking yourself “Why then are there still only so few IR rated pilots in Europe?”, to which the short answer is: The theory course and exams (involving pointless multiple choice question memorizing) are frustrating, as are interest conflicts paired with bureaucratic dependancies that are still very much prevalent. So, how could the number of IR qualified pilots be increased significantly? Simple. Eradicate any counterproductive hurdles. No need to be creative, a short field trip to FAA land could yield plenty of ideas. Such as: <\/p>\n\n\n\n Believe it or not, the above exists, and works well, with no detrimental effects on flight safety. Quite the contrary, actually. Perhaps large bodies of water change air molecules or whatever, so we can’t have nice things on our side of the pond. Anyway, for now, keep on dreaming, the above improvements aren’t happening anytime soon in EASA land. Speaking of necessary improvements, please join AOPA and european GA networks<\/a> to participate actively in lobbying. Everyone counts! The short summary of the BIR is that for the theory exams, you’ll be memorizing only around 1400 questions instead of over 4000 (CB IR). A major improvement. For the practical part, there are no minimum flight hour requirements. This isn’t to say someone will now magically attain instrument proficiency with significantly less than the previously mandated 40 hours, but it means you can grab an instructor (even remotely via screen sharing), fire up X-Plane<\/a> on your computer, and spend very little money for grasping basic and procedural IFR concepts as well as complex avionics, well before spending your hard earned money in an airplane. Obviously, one could do the same to complement CB IR training just as well, but there you’d have to spend 30 hours in either a certified FNPT or an airplane, in order to count towards the required hours. With the BIR, what counts is your actual competence foremost, how you achieve it is more liberal. <\/p>\n\n\n\n First you’ll do a theory course at an ATO. Some ATOs didn’t bother creating and obtaining approval for a dedicated BIR theory course, so you’ll end up clicking yourself through a CBIR theory course. A bit of a nuisance. Many ATO courses include 8-10 hours of mandatory in-classroom theory. Or you can do it 100% online through distance learning. Reach out to me to learn more.<\/a> The important part is that instead of 7 exams (as for CBIR) you’ll do only 3. And as stated above, the question bank is significantly smaller. That means a greatly reduced amount of evenings wasted “clicking”, and one day of 3 exams vs. three days of 3-2-2 exams.<\/p>\n\n\n\n Again, there are no minimum prescribed hours. It is entirely competency based. Instead, the BIR flight training is divided into three modules (single engine) or four modules (for multi engine) respectively. To prove that you have attained the competency (by whatever means: training with an independent instructor outside ATO, yourself on a home simulator etc.), you need to “finish the modules” by doing a flight (or flights, if required) for each module in an ATO, either on an ATO aircraft or by adding your aircraft to the ATO. Taken straight from the regulations the BIR… <\/p>\n\n\n\n …flight instruction comprises the following instrument flight instruction modules:<\/p>\n\n\n\n No more need of “logging official time” in crappy and weird but duly “certified” FNPT simulators costing almost as much as a rental plane, with panel layouts not resembling your own plane by far. A good instructor will maximize training potential by providing a structured training syllabus using modern elements such as remote home simulator instruction (just cause you can’t log it doesn’t mean you can’t learn it) and real world in aircraft training (especially if you own or have access to a dedicated plane). Similar to the CBIR, the training can be customized around the IR student’s individual objectives, schedule and competence. The result is a flexible, tailored and efficient training experience.<\/p>\n\n\n\n Once the theory and practical part is completed, you’re up for the checkride (skill test). Congrats on your BIR! <\/p>\n\n\n\n So, what’s the catch? The BIR is not an ICAO IR. It is only valid in EASA member states. So, you couldn’t fly IFR to the UK for instance (thanks to Brexit, what a pity indeed). It also has some operational limitations. <\/p>\n\n\n\n Depending on who you ask, these vis and ceiling requirements do make sense for a “new” IFR pilot. As with all other licenses and ratings, the real experience buildup starts when you fly alone, as PIC, exercising your newly acquired privileges, qualifications and proficiency. Nobody in their right mind would launch into “hard IMC” in a piston single right away. Never forget, single pilot, IFR in IMC, is very challenging flying. The “no old bold pilots” proverb springs to mind. <\/p>\n\n\n\n There’s more though, especially that the geographical as well as weather limitations must not bother you for long. While many will enjoy the freedom and ease of IFR flying in EASAland with their BIR, I have good news for those that want more. Interested in “upgrading” to a full ICAO compliant IR via the CB IR course? Absolutely possible. And don’t worry, you’re not sitting 7 exams after memorizing 4000+ multiple choice questions for it. The regulations allow two ways of obtaining a CB IR for BIR holders. Thanks EASA, well done! <\/p>\n\n\n\n Option 1: Applicants for the competency-based modular IR(A) who hold a BIR and who have received 10 hours of instrument flight time under instruction at an ATO are credited with the full CB IR course, provided that all competency-based instrument rating topics have been included in that BIR training, and assessed by the ATO that provides the competency-based modular flying training course. NOTE: This path is theoretical for the time as different national authorities have a different stance on it. Some argue the credit is only towards the CBIR practical part and the CBIR theory exams are still required (duh!). I will update here when this has been clarified.<\/strong><\/p>\n\n\n\n Option 2: Applicants for the competency-based modular IR(A) who hold a BIR and 50 hours of flight time under IFR as PIC shall be assessed as having an acceptable standard of competency-based instrument rating theoretical knowledge and receive appropriate flight training to extend IFR privileges. <\/p>\n\n\n\n After either of the two options, you take, again, an IR skill test, during which you demonstrate orally to the examiner that you have acquired an adequate level of theoretical knowledge of air law, meteorology, and flight planning and performance.<\/p>\n\n\n\n Let me quickly summarize the journey from VFR to BIR to full ICAO compliant IR: Step 2: Study the question bank (https:\/\/www.aviationexam.com<\/a> is your friend) and take the 3 theory exams at a competent authority of your liking. <\/p>\n\n\n\n Step 3: Practical IFR training to competence for each module. Complete modules at ATO (whereby you can knock out the 10 hour requirement for Option 1 above)<\/p>\n\n\n\n Step 4: Practical BIR Skill test. <\/p>\n\n\n\n Step 5: See Option 1 or Option 2 above. <\/p>\n\n\n\n Step 6: Combined oral + practical CBIR Skill Test<\/p>\n\n\n\n Congratulations, you have a fully ICAO compliant IR! <\/p>\n\n\n\n I hope that finally, and as a consequence of the BIR, we will finally see a measurable increase in EASA license holders with an IR, and most importantly, see a measurable improvement in safety stats. Clearly, flying single pilot IFR (and even more so in IMC) is serious business that requires effort to master. It\u2019s not a walk in the park by any means. Having said that, the BIR really allows to focus more on what matters, wastes less time, money and energy on what doesn’t, and finally offers a meaningful approach towards obtaining IFR privileges in Europe.
Get Your EASA Instrument Rating the easy way with the BIR. <\/p>\n\n\n\nWhy Choose the BIR?<\/strong><\/h5>\n\n\n\n
\u2705 Competency-Based Practical Training<\/strong> \u2013 No minimum flight hours! Learn via remote IFR sessions with home simulators (X-Plane) and with independent instrument rating instructors in aircraft.
\u2705 Faster & less costs<\/strong> \u2013 Only 3 theory exams<\/strong> (vs. 7 for CB IR) and a smaller question bank to study (1,400 vs. 4,000 questions).
\u2705 Modular Training<\/strong> \u2013 Flexible training and instruction at your own pace.<\/p>\n\n\n\nHow It Works<\/strong><\/h5>\n\n\n\n
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Minor Limitations of the BIR<\/h5>\n\n\n\n
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This is (sort of) an add-on post to the article<\/a> on the EASA CB IR course, as the BIR is actually closely connected. In other words, even though this is a quick intro to the EASA BIR, pursuing it you might just end up with a full ICAO compliant IR. Read on to find out how it works!<\/p>\n\n\n\n\n
Instead, we see “approved” web based learning courses offered in a copy paste fashion by ATOs competing for the worst, counterintuitive and boring way to frustrate motivated IR aspirants. Wouldn’t it make so much more sense to use excellent materials provided by passionate and knowledgeable IR instructors who happen to be owner pilots themselves. Take a look at Erlend Vage’s IR book<\/a> series and show him your support. His books are not only well suited for those new to the IR but also a practical, to the point “refresher resource” for those who who already have the instrument rating. I am not affiliated with and do not receive any compensation for mentioning Erlend’s books.<\/em>
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Instead, while the CB IR allows this in part, the mandatory part at an ATO acts as a complicator and inhibitor.
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Enough realism. Let’s move on to the positive news. In spite of the above, there is a recent and substantial improvement. Hooray! The EIR died a silent death and is long forgotten, please welcome the new star emerging on the vast stage of FCL regulations:<\/p>\n\n\n\nThe EASA Basic Instrument Rating (BIR)<\/h4>\n\n\n\n
BIR Theory<\/h4>\n\n\n\n
BIR Practical Flight Training<\/h4>\n\n\n\n
Again to make it clear, you may fly and train, for example, with an independent instructor outside an ATO, until competence is attained, and then complete each of the modules with a flight (or flights, if so required) at an ATO (module iii, \u201cenroute\u201d can also be completed outside an ATO with a qualified instructor). <\/p>\n\n\n\n\n
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Step 1: Complete a BIR theory course at an ATO of your preference (I suggest distance learning + 1 day one on one theory with an instructor). Or reach out to me to do it 100% online without any mandatory classroom elements here.<\/a><\/p>\n\n\n\n
Feel free to message me or comment below with any questions or remarks. If you found this article helpful, consider buying me a coffee or some fuel for flying \ud83d\ude42
Thanks in advance! <\/p>\n\n\n\n<\/h5>\n\n\n\n
\u2705\u00a0100% Online Theory<\/strong><\/strong> Click here to book your EASA approved and fully online BIR theory course and start right away.<\/a><\/strong>
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