The practical exam

The practical training and examination are central components of obtaining an instrument rating (IR). They ensure that pilots have the necessary skills to operate safely and efficiently under instrument flight rules (IFR). In this article, we provide an overview of the practical training for the three types of IR (BIR, CB-IR, classic IR), the practical examination procedure and tips for preparation.

Practical training for the various types of IR

EASA defines learning objectives, i.e. learning content that must be taught as part of practical training. There are also specifications regarding structure and minimum duration.

The BIR training is divided into 4 modules. CB-IR training must be at least 40 hours for single-engine aircraft and at least 50 hours for IR training.

Based on these specifications, the flight schools then create detailed training programmes with exact details of what is taught in which lesson and which skills are to be achieved at the end. As a rule, the flight instructor evaluates each lesson and also determines which things should be repeated or deepened. Details of the exact training programme can be obtained from the flight school.

Practical examination

The practical test is used to assess the pilot's competence in realistic IFR scenarios. The procedure varies slightly depending on the type of IR, but follows a standardised pattern.

Exam contents

The exam consists of a practical part - the actual test flight - and a theoretical part, as the examiner can also test theoretical knowledge as part of the practical exam

The practical part

An authorised examiner assesses the applicant's skills in realistic IFR scenarios. The examination covers departure, en-route and approach procedures as well as dealing with emergency situations.

The examiner selects a flight route which the student must then prepare and perform. The duration should be at least 1 hour.

The test and also the assessment form that the examiner fills out during or after the test flight consists of individual sections. Below is an excerpt from the Part-FCL on the contents of each area to be tested. This should give you an insight into how the examination is organised and which aspects are checked. During flight training, you will be intensively prepared for the exam by your flight instructor. It is advisable to "simulate" an exam flight with your flight instructor in advance in order to go through and practise the processes and procedures:

• SECTION 1 - PRE-FLIGHT OPERATIONS AND DEPARTURE
  Use of checklist, airmanship, anti-icing/de-icing procedures, etc., apply in all sections
  • Use of flight manual (or equivalent) especially a/c performance calculation, mass and balance
  • Use of Air Traffic Services document, weather document
  • Preparation of ATC flight plan, IFR flight plan/log
  • Identification of the required navaids for departure, arrival and approach procedures
  • Pre-flight inspection
  • Weather Minima
  • Taxiing
  • PBN departure (if applicable): Check that the correct procedure has been loaded in the navigation system; and Cross-check between the navigation system display and the departure chart.
  • Pre-take-off briefing, take-off
  • Transition to instrument flight
  • Instrument departure procedures, including PBN departures, and altimeter setting
  • ATC liaison: compliance, R/T procedures
• SECTION 2 - GENERAL HANDLING
  • Control of the aeroplane by reference solely to instruments, including: level flight at various speeds, trim
  • Climbing and descending turns with sustained Rate 1 turn
  • Recoveries from unusual attitudes, including sustained 45° bank turns and steep descending turns
  • Recovery from approach to stall in level flight, climbing/descending turns and in landing configuration
  • Limited panel: stabilised climb or descent, level turns at Rate 1 onto given headings, recovery from unusual attitudes
• SECTION 3 - EN-ROUTE IFR PROCEDURES
  • Tracking, including interception, e.g. NDB, VOR, or track between waypoints
  • Use of navigation system and radio aids
  • Level flight, control of heading, altitude and airspeed, power setting, trim technique
  • Altimeter settings
  • Timing and revision of ETAs (en-route hold, if required)
  • Monitoring of flight progress, flight log, fuel usage, systems' management
  • Ice protection procedures, simulated if necessary
  • ATC liaison - compliance, R/T procedures
• SECTION 3a - ARRIVAL PROCEDURES
  • Setting and checking of navigational aids, and identification of facilities, if applicable
  • Arrival procedures, altimeter checks
  • Altitude and speed constraints, if applicable d PBN arrival (if applicable): Check that the correct procedure has been loaded in the navigation system; and Cross-check between the navigation system display and the arrival chart.
• SECTION 4 - 3D Operations
  • Setting and checking of navigational aids; Check Vertical Path angle For RNP APCH: Check that the correct procedure has been loaded in the navigation system; and Cross-check between the navigation system display and the approach chart.
  • Approach and landing briefing, including descent/approach/landing checks, including identification of facilities
  • Holding procedure
  • Compliance with published approach procedure
  • Approach timing
  • Altitude, speed heading control (stabilised approach)
  • Go-around action
  • Missed approach procedure/landing
  • ATC liaison - compliance, R/T procedures
• SECTION 5 - 2D OPERATIONS
  • Setting and checking of navigational aids For RNP APCH: Check that the correct procedure has been loaded in the navigation system; and Cross-check between the navigation system display and the approach chart.
  • Approach and landing briefing, including descent/approach/landing checks, including identification of facilities
  • Holding procedure
  • Compliance with published approach procedure
  • Approach timing
  • Altitude/Distance to MAPT, speed, heading control (stabilised approach), Stop Down Fixes (SDF(s)), if applicable
  • Go-around action
  • Missed approach procedure/landing
  • ATC liaison - compliance, R/T procedures
• SECTION 6 - FLIGHT WITH ONE ENGINE INOPERATIVE (multi-engine aeroplanes only)
  • Simulated engine failure after take-off or on go-around
  • Approach, go-around and procedural missed approach with one engine inoperative
  • Approach and landing with one engine inoperative
  • ATC liaison - compliance, R/T procedures

Within these areas, the examiner can decide to check things that did not work well a second time. The examiner must behave during the flight as if the student were flying alone (unless he/she has to intervene for safety reasons, in which case the test flight is usually not passed).

Overall, the student should demonstrate that he can fly the aircraft safely under IFR within the specified limits and in compliance with the regulations. They should also be able to apply good "airmanship". The following limits must be adhered to, but the examiner may deviate from them depending on the weather conditions (e.g. turbulence) or the specifics of the aircraft (extract from the EASA Part-FCL). The limits apply to all three types of IR:

Height

Height Generally	±100 feet
Starting a go-around at decision height/altitude	+50 feet/-0 feet
Minimum descent height/MAP/altitude	+50 feet/-0 feet

Tracking

Tracking On radio aids	±5°
For angular deviations	Half scale deflection, azimuth and glide path (e.g. LPV, ILS, MLS, GLS)
2D (LNAV) and 3D (LNAV/VNAV) "linear" lateral deviations	cross-track error/deviation shall normally be limited to ± ½ the RNP value associated with the procedure. Brief deviations from this standard up to a maximum of 1 time the RNP value are allowable.
3D linear vertical deviations (e.g. RNP APCH (LNAV/VNAV) using BaroVNAV)	not more than - 75 feet below the vertical profile at any time, and not more than + 75 feet above the vertical profile at or below 1 000 feet above aerodrome level.

Heading

Heading all engines operating	±5°
with simulated engine failure	±10°

Speed

all engines operating	±5 knots
with simulated engine failure	+10 knots/-5 knots

In the test flight, you must harmonise these maximum deviations and pass all of the areas listed above in order to pass the test as a whole. If you fail only one section, only this section can be tested again in a subsequent test (but if you fail this section again, the entire test flight must be repeated). If you fail more than one section, the entire test must be repeated.

You have a total of 6 months and if you fail the test twice, you have to take a refresher course. However, there is no overall limit to the number of attempts.

The theoretical part

In addition to the actual practical flight test, the examiner will also test your theoretical knowledge. Here is an excerpt from the Part-FCL on the topics that can be tested. This is intended to check whether your own knowledge would cover the following sample questions

(a) AIR LAW:

• explain the requirements for plus validity and privileges of instrument ratings;
• explain why a time check has to be completed before flight;
• describe the necessary action when an aircraft experiences a failure in communications;
• state the responsibility of the operator when unable to utilise the published departure procedures;
• explain when the omnidirectional method is used for departure;
• describe the solutions when omnidirectional procedures are not possible;
• justify the establishment of aircraft categories for the approach;
• state the minimum obstacle clearance provided by the minimum sector altitudes (MSAs) established for an aerodrome;
• describe the point of origin, shape, size, and subdivisions of the area used for MSAs;
• explain why a pilot should not descend below obstacle clearance altitude/height (OCA/H) without visual reference, which is established for precision approach procedures, non-precision approach procedures and visual (circling) procedures;
• translate the following acronyms into plain language: decision altitude (DA), decision height (DH), obstacle clearance altitude (OCA), obstacle clearance height (OCH), minimum decision altitude (MDA), minimum decision height (MDH), minimum obstacle clearance (MOC), decision altitude/height (DA/H), obstacle clearance altitude/height (OCA/H) and minimum decision altitude/height (MDA/H);
• explain the relationship between the following: DA, DH, OCA, OCH, MDA, MDH, MOC, DA/H, OCA/H and MDA/H;
• define the following terms: initial approach fix (IAF), intermediate fix (IF), final approach fix (FAF), missed approach point (MAPt) and turning point;
• state the accuracy of facilities providing track (omnidirectional radio range (VOR), instrument landing system (ILS), non-directional beacon (NDB));
• state the optimum descent gradient (preferred for a precision approach) in degrees and per cent;
• name the five standard segments of an instrument approach procedure and state the beginning and end for each of them;
• describe where an arrival (ARR) route normally ends;
• state whether or not omnidirectional or sector ARRs are possible to be made;
• explain the main task of the initial approach segment;
• describe the main task of the intermediate approach segment;
• state the main task of the final approach segment;
• name the two possible aims of a final approach;
• explain the term 'final approach point' in case of an ILS approach;
• state what happens if an ILS glide path (GP) becomes inoperative during approach;
• describe the main task of a missed approach procedure;
• define 'MAPt';
• state the pilot's reaction if upon reaching the MAPt, the required visual reference is not established;
• describe what a pilot is expected to do in the event that a missed approach is initiated prior to arriving at the MAPt (a missed approach, after an approach flown as CDFA, should be made when reaching the MAPt or DA/H, whichever occurs first);
• state whether the pilot is obliged to cross the MAPt at the A/H required by the procedure or whether they are allowed to cross the MAPt at an A/H greater than that required by the procedure;
• describe what is meant by 'visual manoeuvring (circling)';
• state the conditions to be fulfilled before descending below MDA/H in a visual manoeuvring (circling) approach;
• state how the pilot is expected to behave after initial visual contact during a visual manoeuvring (circling);
• describe what the pilot is expected to do if visual reference is lost while circling to land from an instrument approach;
• describe the shape and terminology associated with the holding pattern;
• state the bank angle and rate of turn to be used whilst flying in a holding pattern;
• explain why pilots in a holding pattern should attempt to maintain tracks and how this is achieved;
• describe where outbound timing begins in a holding pattern;
• state where the outbound leg in a holding pattern terminates if the outbound leg is based on distance-measuring equipment (DME);
• describe the three entry headings for entries into a holding pattern;
• define the terms 'parallel entry', 'offset entry', and 'direct entry';
• determine the correct entry procedure for a given holding pattern;
• state the still-air time for flying on the outbound entry heading with or without DME;
• define the following Q codes: 'QNH' and 'QFE';
• define 'flight level' (FL);
• state the intervals by which consecutive FLs should be separated;
• describe how FLs are numbered;
• define the term 'transition altitude';
• define the term 'transition level';
• state how the vertical position of the aircraft should be expressed at or below the transition altitude and transition level;
• define the term 'transition layer';
• state when the QNH altimeter setting should be made available to departing aircraft;
• state how a QNH altimeter setting should be made available to aircraft approaching a controlled aerodrome for landing;
• state where during the climb, the altimeter setting should be changed from QNH to 1013.2 hPa;
• describe when a pilot of an aircraft intending to land at an aerodrome should obtain the transition level;
• describe when a pilot of an aircraft intending to land at an aerodrome should obtain the actual QNH altimeter setting;
• state where the altimeter settings should be changed from 1013.2 hPa to QNH during descent for landing;
• state the modes and codes that the pilot should operate in the absence of any air traffic control (ATC) directions or regional air navigation agreements;
• state when the pilot should 'squawk ident';
• state the transponder mode and code to indicate: a state of emergency, a failure in communications, an unlawful interference;
• describe the consequences of an in-flight transponder failure;
• state the primary action of the pilot in the case of an unserviceable transponder before departure when no repair or replacement at that aerodrome is possible;
• understand the various rules and services that apply to the various classes of airspace;
• describe the aim of clearances issued by the ATC with regard to instrument flight rules (IFR), visual flight rules (VFR) or special VFR flights, and refer to the different airspaces;
• explain what is meant by the expression 'clearance limit';
• explain the meaning of the phrases 'cleared via flight planned route', 'cleared via (designation) departure' and 'cleared via (designation) ARR' in an ATC clearance;
• list which items of an ATC clearance should always be read back by the flight crew;
• justify the speed control by the ATC;
• explain how the change from IFR to VFR may be initiated by the pilot in command (PIC);
• define the following terms: 'transition level', 'transition layer', and 'transition altitude';
• indicate how the vertical position of an aircraft in the vicinity of an aerodrome should be expressed at or below the transition altitude, at or above the transition level, and while climbing or descending through the transition layer;
• list the six items that are normally included in a voice position report;
• name the item of a position report which must be forwarded to the ATC with the initial call after changing to a new frequency;
• understand the difference among the types of separation within the various classes of airspace and among the various types of flight;
• state who is responsible for the avoidance of collision with other aircraft when operating in visual meteorological conditions (VMC);
• explain the term 'expected approach time' and the procedures for its use;
• state the reasons which may probably lead to the decision to use another take-off or landing direction than the one into the wind;
• define the term 'radar vectoring';
• explain the procedures for the conduct of surveillance radar approaches (SRAs);
• state the mode and code of secondary surveillance radar (SSR) equipment that a pilot may operate in a (general) state of emergency, or (specifically) in case the aircraft is subject to unlawful interference;
• describe the expected action of the aircraft after receiving a broadcast from air traffic services (ATS) concerning the emergency descent of another aircraft;
• name the colours used for the various markings (runway (RWY), taxiway (TWY), aircraft stands, apron safety lines);
• describe the application and characteristics of RWY centre line markings and threshold markings;
• describe the wing bars of a precision approach path indicator (PAPI) and an abbreviated precision approach path indicator (A-PAPI); and
• interpret what the pilot sees during approach, using a PAPI, an APAPI, a T visual approach slope indicating system (TVASIS), and an abbreviated T visual approach slope indicator system (ATVASIS);

(b) FLIGHT PLANNING AND FLIGHT MONITORING:

• select the preferred airway(s) or route(s) considering:
  • altitudes and FLs,
  • standard routes,
  • ATC restrictions,
  • the shortest distance,
  • obstacles, and
  • any other relevant data;
• determine courses and distances from en route charts;
• determine bearings and distances of waypoints based on radio navigation aids on en route charts;
• define the following altitudes:
  • minimum en route altitude (MEA),
  • minimum obstacle clearance altitude (MOCA),
  • minimum off-route altitude (MORA),
  • grid minimum off-route altitude (Grid MORA),
  • maximum authorised altitude (MAA),
  • minimum crossing altitude (MCA), and
  • minimum holding altitude (MHA);
• extract the following altitudes from the chart(s):
  • MEA,
  • MOCA,
  • MORA,
  • Grid MORA,
  • MAA,
  • MCA, and
  • MHA;
• explain the reasons for studying standard instrument departure (SID) and standard ARR (STAR) charts;
• state the reasons why the SID and STAR charts show procedures only in a pictorial presentation style which is not to scale;
• interpret all data and information represented on SID and STAR charts, particularly:
  • routings,
  • distances,
  • courses,
  • radials,
  • altitudes/levels,
  • frequencies, and
  • restrictions;
• identify SIDs and STARs which may be relevant to a planned flight;
• state the reasons why it is imperative to be familiar with instrument approach procedures and appropriate data for departure, destination, and alternate airfields prior to departure;
• select instrument approach procedures appropriate for departure, destination, and alternate airfields;
• interpret all procedures, data and information represented on instrument approach charts, particularly:
  • courses and radials,
  • distances,
  • altitudes, levels or heights,
  • restrictions,
  • obstructions,
  • frequencies,
  • speeds and times,
  • DA/Hs and MDA/H,
  • visibility and runway visual ranges (RVRs), and
  • approach light systems;
• find communications (COM) frequencies and call signs for the following:
  • control agencies, service facilities, and flight information services (FISs),
  • weather information stations, and
  • automatic terminal information service (ATIS);
• find the frequency and/or identifiers of radio navigation aids;
• complete the navigation plan with the courses, distances, and frequencies taken from charts;
• find standard instrument departure and ARR routes to be flown or to be expected;
• determine the position of top of climb (TOC) and top of descent (TOD), considering appropriate data;
• determine variation and calculate magnetic/true courses;
• calculate true airspeed (TAS) according to given aircraft performance data, altitude, and outside air temperature (OAT);
• calculate wind correction angles (WCA)/drift and ground speeds (GSs);
• determine all relevant altitudes/levels, particularly MEA, MOCA, MORA, MAA, MCA, MRA, and MSA;
• calculate individual and accumulated times for each leg until destination and alternate airfields;
• convert between volume, mass, and density given in different units commonly used in aviation;
• determine relevant data from the flight manual, such as fuel capacity, fuel flow/consumption at different power/thrust settings, altitudes, and atmospheric conditions;
• calculate attainable flight time/range considering fuel flow/consumption and available amount of fuel;
• calculate the required fuel considering fuel flow/consumption and required time/range to be flown;
• calculate the required fuel for an IFR flight considering expected meteorological conditions and expected delays under defined conditions;
• find and analyse the latest state at the departure, destination, and alternate aerodromes, in particular with regard to:
  • opening hours,
  • work in progress (WIP),
  • special procedures due to WIP,
  • obstructions, and
  • changes of frequencies for COM, navigation aids, and facilities;
• find and analyse the latest en route state with regard to:
  • airway(s) or route(s),
  • restricted, dangerous, and prohibited areas, and
  • changes of frequencies for COM, navigation aids, and facilities;
• state the reasons for a fixed format of an International Civil Aviation Organisation (ICAO) air traffic services flight plan (ATS FPL);
• determine the correct entries to complete an FPL, as well as decode and interpret the entries in a completed FPL, particularly as regards the following:
  • aircraft identification (Item 7),
  • flight rules and type of flight (Item 8),
  • number and type of aircraft and wake turbulence category (Item 9),
  • equipment (Item 10),
  • departure aerodrome and time (Item 13),
  • route (Item 15),
  • destination aerodrome, total estimated elapsed time, and alternate aerodrome (Item 16),
  • other information (Item 18), and
  • supplementary information (Item 19);
• complete the FPL using information from the following:
  • navigation plan,
  • fuel plan, and
  • operator's records on basic aircraft information;
• explain the requirements for the submission of an ATS FPL;
• explain the action to be taken in case of FPL changes;
• state the action to be taken in case of inadvertent changes to track, TAS, and time estimate, affecting the current FPL; and
• explain the procedures for closing an FPL;

(c) METEOROLOGY:

• describe qualitatively and quantitatively the temperature lapse rates of the troposphere (mean value of 0.65 °C/100 m or 2 °C/1 000 ft and actual values);
• explain the characteristics of inversions and of an isothermal layer;
• explain the cooling and warming of the air on the earth or sea surfaces;
• describe qualitatively the influence of the clouds on the cooling and warming of the earth or sea surfaces as well as of the air near those surfaces;
• explain the influence of the wind on the cooling and warming of the air near the earth or sea surfaces;
• define 'atmospheric pressure';
• list the units of measurement of atmospheric pressure used in aviation (hPa, in.);
• describe isobars on the surface weather charts;
• explain the pressure variation with height;
• describe qualitatively the variation of the barometric lapse rate (note: the average value for the barometric lapse rate near mean sea level is 27 ft (8 m) per 1 hPa, whereas at about 5 500 m above mean sea level (AMSL) is 50 ft (15 m) per 1 hPa;
• describe and interpret contour lines (isohypses) on a constant pressure chart;
• describe the relationship between pressure, temperature, and density;
• describe the vertical variation of the air density in the atmosphere;
• describe the effect of humidity changes on the air density;
• explain the use of standardised values for the international standard atmosphere (ISA);
• list the main values of ISA (mean sea level pressure, mean sea level temperature, a vertical temperature lapse rate up to 20 km, as well as height and temperature of the tropopause);
• calculate the standard temperature in Celsius degrees for a given FL;
• determine a standard temperature deviation based on the difference between the given OAT and the standard temperature;
• define the following terms and acronyms and explain how they are related to each other: H, A, pressure A, FL, pressure level, true A, true H, elevation, QNH, QFE, and standard altimeter setting;
• describe the following terms: transition A, transition level, transition layer, terrain clearance, and lowest usable FL;
• calculate the different readings on the altimeter when the pilot changes the altimeter setting;
• illustrate with a numbered example the changes of the altimeter setting and the associated changes in reading when the pilot climbs through the transition altitude or descends through the transition level;
• derive the reading of the altimeter of an aircraft on the ground when the pilot uses different settings;
• explain the influence of the air temperature on the distance between the ground and the level reading on the altimeter as well as between two FLs;
• explain the influence of pressure areas on the true altitude;
• determine the true A/H for a given A/H and a given ISA temperature deviation;
• describe why and how the wind changes direction and speed with H in the friction layer in the northern and southern hemisphere (rule of thumb);
• describe and explain the origin and formation of mountain waves;
• explain how mountain waves may be identified through their associated meteorological phenomena;
• describe turbulence and gustiness;
• list common types of turbulence (convective, mechanical, orographic, frontal, and clear-air turbulence);
• indicate the sources of atmospheric humidity;
• define 'dew point';
• define 'relative humidity';
• describe the relationship between temperature and dew point;
• estimate the relative humidity of the air based on the difference between dew point and temperature;
• explain the influence of relative humidity on the H of the cloud base;
• list cloud types typical for stable and unstable air conditions;
• identify by shape cirriform, cumuliform, and stratiform clouds;
• explain the influence of inversions on vertical movements in the atmosphere;
• name the factors contributing in general to the formation of fog and mist;
• name the factors contributing to the formation of haze;
• describe significant characteristics of orographic fog;
• summarise the conditions for the dissipation of orographic fog;
• list and describe the types of precipitation given in the aerodrome forecast (TAF) and aerodrome routine meteorological report (METAR) codes (drizzle, rain, snow, snow grains, ice pellets, hail, small hail, snow pellets, ice crystals, freezing drizzle, and freezing rain);
• assign typical precipitation types and intensities to different clouds;
• describe the boundaries between air masses (fronts);
• define 'front' and 'frontal surface' ('frontal zone');
• define 'warm front';
• describe the cloud, weather, ground visibility, and aviation hazards at a warm front depending on the stability of the warm air;
• explain the seasonal differences in the weather at warm fronts;
• describe the structure, slope, and dimensions of a warm front;
• define 'cold front';
• explain the seasonal differences in the weather at cold fronts;
• describe the structure, slope, and dimensions of a cold front;
• describe the cloud, weather, ground visibility, and aviation hazards in a warm sector;
• describe the cloud, weather, ground visibility, and aviation hazards behind the cold front;
• define the term 'occlusion';
• identify the typical flat pressure pattern on a surface weather chart;
• describe the weather associated with a flat pressure pattern;
• explain the general weather conditions under which ice accretion on airframe occurs;
• indicate in which circumstances ice may form on an aircraft on the ground: air temperature, humidity, precipitation;
• explain in which circumstances ice may form on an aircraft in flight: inside clouds, in precipitation, outside clouds, and in the absence of precipitation;
• describe the different factors influencing the intensity of icing: air temperature, amount of supercooled water in a cloud or in precipitation, amount of ice crystals in the air, speed of the aircraft, shape (thickness) of the airframe parts (wings, antennas, etc.);
• define 'clear ice';
• define 'rime ice';
• define 'hoar frost';
• state the ICAO qualifying terms for the intensity of icing;
• describe in general the hazards of icing;
• assess the dangers of the different types of ice accretion;
• state the ICAO qualifying terms for the intensity of turbulence;
• describe the effects of turbulence on an aircraft in flight;
• indicate the possibilities of avoiding turbulence
  • in the flight planning: weather briefing, choice of track, and altitude, and
  • during flight: choice of appropriate track and altitude;
• define 'wind shear' (vertical and horizontal);
• describe the conditions in which wind shear forms and how it forms (e.g. thunderstorms, squall lines, fronts, inversions, land and sea breeze, friction layer, and relief);
• describe the effects of wind shear on flight;
• indicate the possibilities of avoiding wind shear in flight:
  • in the flight planning, and
  • during flight;
• name the cloud types which indicate the development of thunderstorms;
• describe the different types of thunderstorms, their location, the conditions for and the process of their development, and list their properties (air mass thunderstorms, frontal thunderstorms, squall lines, supercell storms, orographic thunderstorms);
• assess the average duration of thunderstorms and their different stages;
• summarise the flight hazards of a fully developed thunderstorm;
• describe and assess 'St Elmo's fire';
• describe the effect of lightning strike on aircraft and flight execution;
• describe practical examples of flight techniques used to avoid the hazards of thunderstorms;
• describe the influence of a mountainous terrain on cloud and precipitation;
• describe the effects of the foehn;
• describe the influence of a mountainous area on a frontal passage;
• indicate the turbulent zones (mountain waves, rotors) on a sketch of a mountain chain;
• describe the reduction of visibility caused by precipitation (drizzle, rain, and snow);
• describe the differences between ground visibility, flight visibility, slant visibility, and vertical visibility when an aircraft is above or within a layer of haze or fog;
• define 'ground visibility';
• list the units used for visibility (m, km);
• define 'RVR';
• list the units used for RVR (m);
• compare visibility and RVR;
• define 'ceiling';
• name the unit and the reference level used for information about the cloud base (ft);
• define 'vertical visibility';
• name the unit used for vertical visibility (ft);
• interpret ground-weather radar images;
• describe the basic principle of airborne weather radars as well as the type of information they provide;
• describe the limits and errors of airborne weather radar information;
• interpret typical airborne weather radar images;
• decode and interpret significant weather charts (low-, medium-, and high-level charts);
• describe the flight conditions at designated locations or along a defined flight route at a given FL, based on a significant weather chart;
• describe, decode (by using a code table), and interpret the following aviation weather messages (given in written or graphical format):
  • METAR;
  • aerodrome special meteorological reports (SPECI);
  • trend forecast (TREND);
  • TAF;
  • information concerning en route weather phenomena which may affect the safety of aircraft operations (SIGMET);
  • information concerning en route weather phenomena which may affect the safety of low-level aircraft operations (AIRMET);
  • area forecast for low-level flights (GAMET);
  • automatic terminal information service (ATIS);
  • meteorological information for aircraft in flight (VOLMET);
  • special air-report, and
  • volcanic-ash advisory information;
• list in general the cases where a SIGMET and an AIRMET are issued; and
• describe, decode (by using a code table), and interpret the following messages: runway state message (as written in a METAR) and general aviation forecast (GAFOR).

Preparation for the practical exam

1. regular training:

• Complete as many training flights as possible to become confident with IFR procedures.
• Use simulators to practise scenarios such as system failures or difficult weather conditions.

2. knowledge of the procedures:

• Understand the standardised departure, en-route and approach procedures.
• Familiarise yourself with the requirements of the exam by studying the official handbooks and checklists.

3. cooperation with the trainer:

• Receive regular feedback from your instructor to identify and improve weak points.
• Plan a simulation test flight with your instructor to practise the test under realistic conditions.

4. practise flight planning:

• Train the creation and submission of flight plans and the use of weather data.
• Understand the use of alternative airports and the calculation of fuel reserves.

5. mental preparation:

• Remain calm and focussed, even when unexpected situations arise.
• Use techniques such as briefings and mental run-throughs to prepare for each section of the exam.

Conclusion and next steps

Once you have successfully passed the practical test, you will receive a new licence with a registered IR a few weeks later.

Summary

The practical training and examination are decisive steps on the way to obtaining an IR authorisation. They do not differ according to the type of rating (BIR, CB-IR, classic IR), but follow a defined structure. With targeted training, sound preparation and a structured approach, pilots can master the practical requirements and demonstrate their competence for instrument flying.

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Source references:
EASA FCL