Historically this 90% total BS “separate the real men from the goats” TK has been a big driver for the N reg route which Brussels always hated and eventually almost killed by the dual papers reg.
Could be, but remember that the N-reg. /FAA route is still there and still alows people to eventually get an EASA IR without having ever sat any EASA IR written.
boscomantico wrote:
Could be, but remember that the N-reg. /FAA route is still there and still alows people to eventually get an EASA IR without having ever sat any EASA IR written.
True but for a person like me it is much more expensive.
Yes. I did all my FAA stuff in the good old days before European protectionism closed most of the doors. Did the JAA conversion later but had to do the 7 exams so well familiar with the BS. The “50hr IFR PIC” no-exams conversion route did not exist back then.
Peter wrote:
Congratulations! From now on, 100% attendance to EuroGA fly-ins smiley smiley
Thanks! Well, not spending 110% of my hobby allowance on flight training surely improves the chances 
Clipperstorch wrote:
Has anyone actually upgraded their BIR to an EASA IR without having done de facto an abbreviated CB-IR course? Meaning without extra training in the ATO and without in-ATO theory exam?
Part-FCL mandates an abbreviated CB-IR course incl. minimum 10 hours at ATO for the BIR upgrade.
I doubt you’ll spend less training / ATO hours for BIR + conversion vs going straight for CB-IR.
Wait a minute. The CB-IR doesn’t allow CPL holders to engage in operations of multi-pilot airplane except with an HPA? I’ve also read that some CAA when they issue the CB-IR rating they write “CB” and either you get an ATPL or do an IR. So it looks like weather I do a foreign IR or a BIR then get a CB-IR, it will affect me later down the line. Also, you only get 10 hours credited towards the procedures flying modules of the modular IR.
Uhh, I really need to think this trough. I do want to fly IFR right now and I don’t want to fly VFR anymore, let alone a full 100 hours PIC of VFR, but I also need to consider job requirements.
The CB-IR gives you the same IR privileges as the modular or integrated route to the IR, e.g. IRSE.
The CB-IR/BIR theory is what is limiting you here. However, if you do the ATPL theory, there is no such restriction.
HPA is part of the ATPL theory (or can be done separately).
IIRC you get HPA credit if you did the theory for any ICAO ATPL, including the FAA one. Or did one actually have to hold an FAA ATP? Problem is that you have to go to the US now even for the written exam… But HPA is only needed for something like a Jetprop or above.
If you are heading for a multi pilot cockpit then not getting HPA is the least of the job. The only multi pilot aircraft I know of which doesn’t need HPA is the Chinook 
You should sit the full “ATPL” 13 exam set before you start anything, not any CBIR or whatever subset. A fair number of people did not realise this and had to sit most of the 13 exams, having done the 9 for the PPL and the 7 for the IR 9+7+13 = 29.
Correct. The only exam you get credit for (from CB-IR) is Communications, so it sums up to 28…
If you are pursuing a commercial career, you should just as well hit the books and do the ATPL theory. The ATPL theory can then be used for the CB-IR route.
I started the BIR theory but there are only 3 less LOs then CB-IR.
Now the part that sucks is that I completed 14% of the course and you get full refund if you have less than 10%
Well, let’s see what happens when I contact them.
Btw, is there a way for me to fly IFR while studying for the fATPL ?
