I also did the final part of my CB-IR at an ATO that was not PBN-ready… Their planes are, but they are not. <sigh>
Before passing my skill test, I took a one-day seminar at https://www.eatis.eu/ I flew in in the morning, theory in the morning, simulator in the afternoon for the approaches, and flew back home after that. I brought the certificate to my skill test, passed my skill test (with PBN element), and got an IR with PBN. The course was reasonable overall, but not to par with the contents of the PBN manual (can be downloaded for free from https://www.pplir.org/bookstore or bought on dead trees).
http://www.newcag.be/ had a somewhat cheaper option, but only for group courses at predetermined dates.
But if the aircraft you fly is not approved for RNP, you are stuffed, unless you take the test in a different aircraft.
Any clarifications on state of PBN/RNP for IMC/IRR holders? or timelines for this?
No idea but I know a few IMC holders who have been flying GPS approaches without any problems at all
If you have two different type ratings you need to do a PBN approach at each type rating renewal (LPC).
This really adds a lot to the cost of doing renewals; I recently ended up doing approaches at Exeter, whereas I used to do approaches into Doncaster, 12 miles from my base
Bathman wrote:
who have been flying GPS approaches without any problems at all
The UK CAA did plan to publish a clarification on this by end of year for IMC/IR(R) holders, we are at year-end already, so I guess it will be permitted lifetime for both RNAV & RNP (= not requiring any PBN for IMC/IRR holders 
)
http://publicapps.caa.co.uk/docs/33/InformationNotice2017034.pdf
Ibra wrote:
Any clarifications on state of PBN/RNP for IMC/IRR holders? or timelines for this?
Yes. The CAA have said that there are no plans to require a PBN requirement to the IMCR or IR(R). Obviously, that may well (probably will) change with the BIR, but that decision hasn’t been taken.
Thanks Timothy, I think they will need to sort what can be done for the future of IMC/IR(R) first before thinking how PBN requirements can be attached to it (the profiles don’t seem very compatible at the moment between IMCr & PBN for pilot/aircraft/training/mission). Yes, a transition to BIR could be the solution?
Is any kind of long distance IFR flight legally allowed without PBN? For example if you managed to file a route where each waypoint was a VOR/NDB and then flew an ILS approach?
EIWT-LFRC on weekends routing WST DCT KLY DCT STU DCT BCN DCT BHD DCT ALD validates. Is such a flight OK without PBN?
If you remain IFR outside controlled airspace there is no requirement (so, in the UK, you could fly from Scilly Isles to Sumburgh, in IMC/IFR all the way remaining outside controlled airspace, so there would be no requirement for PBN.)
Within controlled airspace, technically, it is procedures, not airspace, that require PBN, and so, theoretically, you could fly through the airspace, VOR to VOR, by dead reckoning or on radar vectors without breaking the rules. However, as soon as ATC clear you to an RNAV waypoint, which they do almost invariably, you are in trouble. I don’t know what would happen if you replied “not PBN equipped, please provide vectors”, but I guess that they would do as asked but file a report, which would be picked up by the CAA for possible action.
Considering the cost/difficulty of getting PBN equipped and qualified, it just isn’t worth the hassle of not doing it.
