From here
I still think the IR should as prevalent in EU as it is in the US and this kind of accident may be avoided. Although we must acknowledge some positive evolution, I blame the authorities for the situation.
Even if not using it in earnest, as often happens in the US to a lot of PPL-IR holders, if anything, an IR serves to help acquire flying discipline. It’s great to talk of and enjoy the freedom of flying, but this is not against knowing your priorities in flight and managing them in an orderly way.
It’s hard to see the rationale for very extensive professional level ground exams that need to be passed just to hold a PPL IR. Not sure why this level is needed as those who do want to fly professionally will need to pass ATPL/CPL exams in any event. And you get to learn about eg the functions of Boeing 737 FMC, the differences between Boeing and Airbus, and the high level jet stream. Complete waste of time and money learning this and will be forgotten the moment one leaves the exam room and never used again.
Yes; we have had this European IR elitism for decades.
It is a consequence of Europe using the IR as the hallmark of a “professional pilot”. The CPL is a relative triviality, and the ATPL you get more or less for free after logging 1500hrs and 500hrs RHS in a multi pilot cockpit.
Whereas in the US the “professional pilot” holds an ATP, which frees up the IR for private usage, so it doesn’t get used as a revenue generation device.
It will never change. The old JAA IR, 7 exams full of BS, already had the B737 etc material deleted (mostly), c. 2002. The “EASA IR” followed but some big jet questions sneaked back in, due to lack of people willing to go through the question bank (QB) and remember this was done separately in every major country… The CBIR route has changed almost nothing. You still have the annual test flight, which was blamed for much of the death of the piston twin scene in Europe.
If you have a European PPL, and get an FAA PPL based on the European PPL, can you get an FAA IR and legally fly IFR in Europe? Asking for a friend. 
Yes; you can add an FAA IR to a 61.75 piggyback FAA PPL.
Two routes: a) the FAA IR foreign pilot IR exam; b) a standalone FAA IR test passed.
You can then fly an N-reg plane worldwide. And on just the European medical (which can be an advantage).
But if you are EU based, you are still stuck with the Brussels politically motivated dual papers requirement which is intended to frustrate this route… so you need a European IR as well to fly IFR in EASA-land
So you can see why there are so few IR holders over here. The dual papers attack made sure the N-reg community (which was the bulk of the IR holders in Europe who actually go places) remained marginal.
The annual test with an examiner was not responsible for killing twin engine flying in Europe. In the initial years of the MEP, if you did 10 legs (IIRC) in the year you just needed to do an annual check flight with an instructor (not an examiner) in the same way as SEP revalidation by experience needs a control flight within the 2nd year of validity.
OPEC fuel price hikes was what started a decline in the twin market. This can be seen in the number of light twins still flying under private ownership in Europe are those with fuel consumption the same or lower than high powered singles like the Cirrus..The Twinkie and the smaller engine Apaches are beloved by their owners and the Seminole has been increasing in value over the last 10 years. Meanwhile the DA42 despite initial engine problems and more recently avionics cul de sacs, still sell pretty well.
You can then fly an N-reg plane worldwide. And on just the European medical
Or, if you have a Stand Alone FAA license, on a FAA Medical, which is not only cheaper, but for a Class 2 or 3 there is NO static ECG, let alone a Stress ECG.
Something which is killing off (almost literally) senior pilots (who often fly on their IR) since, as my Cardiologist friends claim, the ‘stress’ of the test itself above a certain age is statistically more lethal than the minuscule risk element they are trying to predict.
Most of the above isn’t applicable anymore since availability of the EASA BIR.
Snoopy wrote:
Most of the above isn’t applicable anymore since availability of the EASA BIR.
Agree! But many EASA pilots just not aware of that. Or don’t have access to ATO for the final step.
