The Competency-Based IR

The Competency-Based Instrument Rating (CB-IR) is an extension introduced almost 10 years ago that was created to make access to instrument flying a little easier for pilots compared to the classic IR. It is designed to offer pilots a competency-based approach to obtaining a fully-fledged IR that is tailored to their individual needs and experience.

In contrast to the Basic IR, the CB-IR is ICAO-compliant and therefore valid worldwide throughout the ICAO area. For example, the CB-IR can also be converted into an FFA licence by means of "validation" or "conversion" (e.g. to be able to fly N-registered aircraft in the entire EASA area). We go into this in more detail elsewhere in the Pilot Hub.

Basics of the Competency-Based Instrument Rating

The CB-IR enables pilots to carry out flights under IFR (Instrument Flight Rules) conditions. The approach differs from classic instrument ratings by placing greater emphasis on the recognition of previous experience and the flexible organisation of training. Pilots who already have experience can use this to reduce the duration and scope of their training.

Requirements for the acquisition of the CB-IR

The requirements for the Competency-Based Instrument Rating are specifically designed to facilitate access for experienced pilots and to link the attainment of the IR to existing competences:

1. Licence requirements:
   • Possession of a PPL(A) (Private Pilot Licence for Aeroplanes) or higher. If you also want to be able to use the IR authorisation at night, a night flight authorisation is also required. See also the corresponding articles in the Pilot Hub.
   • You must have at least 50 hours as PIC (at least 10 of which must be on aeroplanes, the others can also be on other aircraft in case of doubt) in order to start IR training
2. Medical requirements:
   • Proof of a valid class 2 (with IR-specific requirements) or class 1 medical certificate.
3. Proof of previous experience:
   • Documentation of IFR experience, such as hours with an appropriate flight instructor or e.g. as part of the BIR.

Training structure of the CB-IR

The training for the CB-IR consists of theoretical and practical elements, whereby the pilot's existing competences are recognised and taken into account. It can be obtained for both single-engine and multi-engine aircraft.

1. theoretical training

• Scope: At least 80 hours, whereby relevant previous knowledge can be taken into account. The theoretical training should be completed within 18 months in accordance with EASA Part-FLC.
• Subject areas: All 7 IR theory subjects are trained, i.e.: air law, general aeronautical knowledge, flight planning and monitoring, human performance, meteorology, radio navigation and IFR communication (radiotelephony procedures).

• Flexibility: The theoretical training can only be completed in approved training organisations (ATO) and, if necessary, in parts as distance learning. Details can be obtained from the flight school
• Intermediate examinations: In the flight school, there are intermediate and final examinations as part of the training - and before you go to the authorities for the actual final examinations - to check your progress.

2. practical training

The aim of the practical training is to train how to fly safely under IFR rules and in IMC (Instrument Weather Conditions). In contrast to the classic IR rating, which is nowadays only taught as part of CPL or ATPL commercial pilot training, the CB-IR is aimed specifically at PPL and CPL pilots and is intended to take into account their existing competence. The following practical training plan should therefore be adapted by the flight school to the specific needs and previous experience of the pilot (see below).

The CB-IR for single-engine aircraft requires a minimum of 40 hours of flight training, including time in the simulator. Up to 25 hours of training can take place in the simulator (if it is an FSS or FNTP 2 simulator, or 10 hours maximum in an FNTP 1 simulator), which also makes a lot of sense, as certain procedures can be trained more easily here.

For multi-engine aircraft, 45 hours of flight training are required, of which only 15 hours must actually be trained on a multi-engine aircraft. Of the 45 hours, up to 30 hours can be completed in an FSS or FNPT 2 simulator, or up to 1 hour in an FNPT 1.

The following aspects should be trained as part of the practical CB-IR training (extract from the EASA Part-FCL):

(a) procedures and manoeuvres for basic instrument flight covering at least:

1. basic instrument flight without external visual cues;
2. horizontal flight;
3. climbing;
4. descent;
5. turns in level flight, climbing and descent;
6. instrument pattern;
7. steep turn;
8. radio navigation;
9. recovery from unusual attitudes;
10. limited panel; and
11. recognition and recovery from incipient and full stall;

(b) pre-flight procedures for IFR flights, including the use of the flight manual and appropriate air traffic services documents for the preparation of an IFR flight plan;

(c) procedure and manoeuvres for IFR operation under normal, abnormal, and emergency conditions covering at least:

1. transition from visual to instrument flight on take-off;
2. standard instrument departures and arrivals;
3. en route IFR procedures;
4. holding procedures;
5. instrument approaches to specified minima;
6. missed approach procedures; and
7. landings from instrument approaches, including circling;

(d) in-flight manoeuvres and particular flight characteristics;

(e) if required, operation of a multi-engine aeroplane in the above exercises, including:

1. operation of the aeroplane solely by reference to instruments with one engine simulated inoperative;
2. engine shutdown and restart (to be carried out at a safe altitude unless carried out in an FFS or FNPT II).

3. radio training and language

In addition to theory and practical training

• The ICAO language level for English must be at least level 4 (see also our article in the Pilot Hub)
• The general radiotelephony certificate (AZF) must be passed, which is specifically designed for IFR flights. We go into this in detail in a separate article.

Recognition of experience

A central aspect of the CB-IR is the recognition of existing flight experience. This enables pilots to reduce their training time and the associated costs.

Recognition of theoretical knowledge:

If the pilot already holds another instrument rating or has completed similar training, this can be partially or fully recognised. Relevant documents, such as certificates of passed examinations or completed training courses, must be presented. This applies specifically to the theory:

If you have already successfully passed the theory test for the following subjects as part of your CPL training, you do not need to take them again for the IR: Human performance, meteorology and IFR communication (radiotelephony procedures).

Recognition of practical flying experience:

Pilots can use their existing IFR experience to reduce the practical training time.

The following applies, for example: Up to 30 (for multi-engine aircraft up to 35) hours already flown under IFR can be credited towards the training period. This can be achieved, for example, if you have previously completed the Basic IR, or through "external" (i.e. outside a flight school) IFR flight hours with an instructor.

In this case, the flight school will usually assess your competences and then decide how many flying hours are still required to complete your CB-IR training (however, a minimum of 10 for single-engine aircraft and 15 for multi-engine aircraft applies).

If you have already successfully completed a BIR rating and then gained at least 50 hours of experience as a PIC, the flight school will carry out an assessment. If the competences are considered sufficient (if not, there are certain follow-up training courses), the CB-IR rating can be obtained after a successful test flight.

If you already have a single-engine IR (A) and a VFR multi-engine class rating, you only need 5 hours of flight training to obtain a multi-engine IR (A) rating (with a final exam).

Final examinations

Theory test

• It is organised by the competent authority (in Germany, the LBA in Braunschweig) and comprises 150 multiple-choice questions on the relevant subject areas. It covers the 7 theoretical subject areas.
• Pilots with extensive previous knowledge can benefit from reduced examination requirements.

Practical examination

• An authorised examiner checks the pilot's skills in realistic IFR scenarios.
• In addition to the actual practical flight test, the examiner will also test your theoretical knowledge.
• Key areas include approach procedures, flight planning and emergency management.

Radiotelephony

The AZF test must be passed successfully.

Details on the exams can be found in the corresponding articles in the Academy.

Rights and restrictions of the CB-IR

Rights

• The CB-IR authorises pilots to fly under IFR conditions in controlled airspace and at airports.
• IFR approaches with a decision height of 200 feet (CAT 1) are permitted
• It offers full IFR authorisations suitable for commercial and non-commercial applications.

Restrictions

The CB-IR has no significant restrictions compared to a traditional IR and represents a fully-fledged and ICAO-compliant instrument rating. In contrast to the classic IR, you are only not permitted to fly high-performance aircraft under IFR - without special training - or multi-pilot aircraft, i.e. aircraft that require a 2-person crew.

For this reason, the classic IR is generally only integrated into training as part of a commercial pilot licence, whereas the CB-IR is more suitable for private pilots as further training.

If you wish to exercise the CB-IR authorisation at night, a night rating is required, which is described elsewhere in the Academy.

Extension and maintenance of the CB-IR

The CB-IR is valid for 12 months and can be extended as follows

1. extension (revalidation):

• The CB-IR can be extended within the three months before the rating expires. However, if the extension is made before these three months, the date of the extension becomes the new expiry date.
• Requires a proficiency check with an authorised examiner.
• The check includes scenarios from IFR practice, such as approach procedures and emergency management.

2. renewal after expiry (renewal):

• After expiry of the validity, a new training or examination is required. The flight school will decide whether refresher training is necessary.
• A proficiency check must then be successfully completed with an examiner.
• If you have neither extended nor renewed your IR rating for 7 years, you must also take the theory test again

Advantages of the Competency-Based Instrument Rating

1. Recognition of previous experience:
   • Pilots with existing IFR experience can use these to save time and costs.
2. Flexibility:
   • Customised training plans and the opportunity to flexibly combine theory and practice.
3. Practical orientation:
   • Focus on real IFR scenarios and practical applications.
4. Cost and time efficiency:
   • The training can be significantly shortened by recognising previous experience.
5. Full value:
   • In contrast to the BIR, the CB-IR is a fully-fledged licence recognised throughout the ICAO area

Summary

The Competency-Based Instrument Rating (CB-IR) is an excellent choice for pilots who want to expand their IFR skills without having to go through the very theory-heavy training of a traditional IR. With its flexible, competency-based approach, the CB-IR is a practical and efficient solution for acquiring full IFR privileges.

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Source references:
EASA FCL