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... een betaalbare tussenvorm voor die alleen de veiligheid maar kan bevorderen.
Kan wel, maar het zijn de 7 vakken BS theorie.Vergeleken met de VS is het natuurlijk belachelijk dat je in Europa (bijna) geen IR op je PPL kan krijgen.
Aan de andere kant is een IR een license to kill (yourself) als je niet current (meer) bent en dan opeens in hard IMC gaat rondtuffen.
French private instrument rating officially announced
France’s ICAO-compliant Private Pilot Instrument Rating, first revealed in the May enews of IAOPA Europe, has been formally announced at the Paris Air Show by AOPA France, the Direction générale de l’Aviation civile (DGAC) and the French Aero Clubs Federation (FFA). The new IR, for which only a single written examination on pertinent topics is required, means that French pilots can obtain the benefits and protection of an IR without going through the nonsensical theoretical knowledge requirements which have hitherto made European IRs unobtainable for 98 percent of private pilots. Holders of FAA IRs will be able to convert them to French IRs easily and cheaply. While the new IR will be valid only in France, IAOPA is pressing for bilateral agreements on recognition from other European countries. If enough countries recognise and adopt a French-style IR it may be possible to head off EASA’s plans on instrument flying, which are unlikely to improve on the current situation. IAOPA Senior Vice President Martin Robinson has written to the UK Civil Aviation Authority with details of the new rating.
The French IR was outlined to IAOPA by Emmanuel Davidson of AOPA France at the Regional Meeting of IAOPA Europe in Friedrichshafen in April. The credit, he said, was mostly due to M Patrick Gandil, Director General of the DGAC, a private pilot who had been unable to take time out to study for the JAA IR exams. M Gandil travelled to the USA in May to look at the FAA IR and flew with Bruce Landsberg, head of the AOPA Foundation.
The practical flying training for the French IR exceeds the requirements of ICAO; the major change is in the theoretical knowledge requirements. M Davidson says: “The written exams for private pilots is centered on the subjects that are pertinent to the conduct of IFR flights in single or twin engine pistons up to FL195. There will be no questions about the hydraulic systems of airliners or the calculation of Mach numbers, only subjects relevant to what pilots needs to know.”
In France, fewer than three percent of private pilots hold an Instrument Rating – in the UK, the figure is around one percent. A joint study by AOPA and FFA showed that more than 3,000 French pilots would like to train for an IR(A) in the next 18 months if they could be trained in a manner resembling the one used by the FAA.
AOPA France identified the three reasons for the low uptake of European IRs as:
*JAR-FCL rules assume that only commercial pilots could be interested in an Instrument Rating, and the IR was made part of the professional training. It takes an average of one year of study to be able to take the written exams, with most students electing to take ATP writtens instead of IR exams, as they are easier.
*The student must enroll in a professional flight training school to study for the written exam and the flight training
*The total cost of an IR exceeds €20,000.
“This means that an Instrument Rating is nearly impossible to get for a pilot that has a job and a family,” M Davidson says.
The new IR will allow the pilot to fly on instruments to the same minimums as JAA IR holders. It allows French PPL holders to fly IFR on French registered airplanes in French airspace, and there is provision for FAA IR holders to validate their US IR on their French license – if they have 100 hours on instruments (including sim time) they simply need to fly a ‘skills test’ at an approved FTO.
The theoretical knowledge exam calls for the student to answer 150 questions on air law, radio comms, IFR-related human factors, instrumentation and radio navigation, flight planning, flight following, and meteorology. While an accredited FTO must be in charge of the training, pilots can do the flying in their own aircraft, or in an aero club plane, which further drives down costs.
The first French candidates for the new rating should be taking their written and practical exams as early as September. The way is open for other European countries to accept the French rating, given that it is ICAO-compliant, by making an agreement with France under which French rated pilots could fly into other countries. M Davidson says: “If enough European countries accept the French rating, EASA could decide to adopt a system that is already functional and has been proven as a functioning alternative to its own plans.
“AOPA France wishes to recognise the enormous help of M Patrick Gandil, M Maxime Coffin, head of the mission for General Aviation at the DGAC, M Jean-Yves Pieri of the French DGAC, Françoise Horiot, Président of Gipag, the union of French aviation professionals and FTOs, and Jean-Michel Ozoux, President of the French Federation of Aero Clubs.”
Bron: IAOPA e-newsletter
Cologne, 21-09-2011
EASA publishes proposed rules for pilots flying in Instrument Meteorological Conditions
The European Aviation Safety Agency (EASA) today released proposed rules on Qualifications for flying in Instrument Meteorological Conditions (IMC). With Notice of Proposed Amendment (NPA) 2011-16, the Agency puts forward for consideration new and more accessible instrument ratings for holders of private pilot licenses. This step has been based on consistent feedback from stakeholders including the general aviation community.
The proposals offer holders of aeroplane licenses a new full Instrument Rating (IR) comprising of a significantly reduced theoretical knowledge syllabus focussing on the private pilot license or commercial pilot license related items. Meanwhile, an En-route Instrument Rating (EIR) will allow holders of aeroplane licenses to gain familiarity with instrument flight rules procedures and cope with unforeseen deteriorating weather conditions in the en-route phase of flight.
The competency-based modular system would allow the EIR to count as a module which can be credited to the proposed new full IR. A cloud flying rating for sailplane pilots is also proposed allowing these to enter clouds taking into account the airspace structure and the relevant ATC procedures.
NPA 2011-16 follows from NPA 2008-17b developing rules for pilot licensing which revealed that the proposed instrument rating requirements seemed too demanding for private pilot license holders and that a separate rulemaking task should be initiated for this purpose. Therefore, together with experts from national authorities, flight crew organisations, training schools and the general aviation community, a dedicated NPA was developed.
The publication of this NPA is the first step of a fully transparent public consultation process. All concerned parties are invited to submit their comments to EASA. Comments will be reviewed and a Comment Response Document (CRD) will be made available for public consultation. At the end of the consultation process, EASA will present a final Opinion to the European Commission which will then launch the final process for adoption of the rules by the European Parliament and European Council.
Click here to access NPA 2011-16.
Note to editors:
The European Aviation Safety Agency (EASA) is the centerpiece of the European Union's strategy for aviation safety. Our mission is to promote and achieve the highest common standards of safety and environmental protection in civil aviation. Based in Cologne, the Agency currently employs more than 500 experts and administrators from all over Europe.