A short video about making the choice between the Competence Based Instrument Rating or the new EASA Basic Instrument Rating. The database referred to is at datastudio.goo... pplir.org/
Great video!. One comment - @9:28 I think using 1500ft cloud base as your go critiera for VFR is a tadd optimistic to to say that most flights could be completed vfr at that dispate rate. e.g If it was 1500 overcast in southern UK you would be scud running dodging towers and ATZ etc. In other parts of Europe or parts of scotland it would be almost suicidal
I understood this is about Metar Data, so, I would say he is talking about the conditions during approach and landing. Above that, if the ceiling is 1500 AGL, than you should not have any issues in mountainous areas.
This is super helpful! One question I can’t get my head around is how easy it is to convert the BIR to a Full IR. I like that it doesn’t have minimum hour requirements to start, so I can do it straight after the PPL and start getting instrument time (probably a more useful use of the time building time). But I am yet to decide if I want to progress to fATPL later. As I may decide to stay in my cushy job and buy a plane instead, I feel like PPL+BIR and maybe one day ME is all I will every need, unless the itch won’t go away! Any guidance welcome. Many thanks for all the work on the video
Great video ! One small but very relevant note : Romania is EASA and BIR is already implemented over here ( by the time you mentioned RO is not even a member ;) )
Thank you for this great video. Please help me with the following information, if available: 1. Can you use BIR with a High Performance Aircraft? If NO, do you have a definition of HPA? 2. Suppose I have a BIR license, what requires to go to CB-IR?
Greetings from Germany. I am a PPL-A holder , i passed last year in March the basic Module A of CB-IR and I found your infos pretty acurate and important. Thanks for your video.
If I understand it correctly, the BIR is an interesting interim-step alleviating the way to CB-IR: -When upgrading you don’t have to pass a written exam on the theory again (only an oral one), so you avoid bothering yourself with some of the topics of the CB-IR theory considered irrelevant by many. -You don’t have a minimum requirement of PIC experience so you can start it right away after PPL, making a more productive use of the hours you have to build up. I think this aspect has not been taken into consideration.
The BIR has three exams covering the seven subject areas, and the questions are indeed supposedly more relevant, so the burden is lighter than for the CB-IR, but bear in mind that with fewer questions but the same pass-mark, each question counts for more so there is less tolerance for getting one wrong.
Almost 100 percent for IR in Greece sounds nice ... but does that take the sometimes incredibly strong winds into account? I know, from experience, that there are MANY days every year on which you would not want to fly the approach for LGIR (Heraklion) airport in a light airplane. Or maybe that's only me :-)
Fair point, but I am not taking strong winds into account because they are the same regardless of qualification. This video is about whether to have a CB-IR. a BIR or neither, where the difference is about cloudbase and visibility.
@@TimothyNathanPPL-IR But then your statistics that you can fly almost on 100 % of all days in Greece is completely useless, isn't it? Because it is wrong, Wind is an essential part of IFR flying See METAR/TAF.
@@TimothyNathanPPL-IR I did not say that. But the percentages are useless, because wind is a limiting factor. Other than that i agree with a lot you say.
there is an other significant obstacle operating IR: The equipment requirement is double, even triple expensiv in annual checks of the plane. Many of the owners "downgrade" there intruments ( on condition or not, lifetime, accuracy) into VFR. Difference in a mooney for instance could be from 4 to 6k€ p.a.
Could You explain this in Detail? I own an Mooney. Some Systems (Transponder, Altimeter, Static) have to be checked frequently. But this is far away from 4-6k.
@@streptokokke1003 nehme an Du bist in D. Dein CAMO wird gerne den Unterschied erklären. Es sei denn die letzten Jahre hat sich da Signifikantes geändert.
@@streptokokke1003 Mein bester Freund betreibt seit Jahren eine Mooney. Seit er sie nicht mehr IFR-betreibt spart er "4-.6Mille" im Jahr. ( Kein DME, kein VOR, kein ADF.. usw.)
Thank you for this video as we are trying to determine as a weekend private pilot which is the best way to move forward to get some IR skills. Your video covers a number of good arguments, some,of which are new to me. But as a Luxembourg based pilot, I wonder why you don’t cover the three options. The new Basic IR ( replacing the En route IR), the CB-IR and the full IR.
The qualification is the same, it’s only the method of getting it that is different. There is no reason for a PPL (at whom the video is directed) to consider the pre-CB IR. If you go on to do an CPL or ATPL then you have a “full” IR anyway.
You would have to SOLI your licence to an EASA state and do it in an EASA ATO. It’s probably impractical, I’m afraid. The UK CAA and PPL/IR hope to make progress towards a more accessible ICAO IR, but frankly, based on your IRR (which counts 15 hours towards the 40) I would do a CB-IR. If you are in the SE, I can help.
@@TimothyNathanPPL-IR thanks for the info. I’m one of the pilots that flew the GAINS LPV approaches. I’m based at Stapleford with my own plane. I’ll probably be looking at doing the CB-IR (if I took that route) next year but it would be good to get your contact details ahead of that
