This service might be interesting for an EASA flight school or private aircraft owners seeking for the freelance IRE(A) examiner for skill test towards EASA Competency Based Instrument Rating.

 ⚠️ What is EASA Competency based IR skill test ✈️

EASA Competency Based Instrument rating skill test is the checkride - with an EASA examiner - so-called IRE(A). The purpose is to verify of the operational-related theoretical knowledge and subsequent flight.  Sucessfully passed EASA Instrument rating skill test is the requirement for flying during the IFR flight operations within an EASA airspace.

What is different in CB Instrument rating

The aim of the competency-based instrument rating training course is to train private pilot or commercial pilot holders for the instrument rating, taking into account prior IFR flight instruction and experience. The CB Instrument rating training course shall be taken within an flight school. The training course may also consist of a combination of IFR instruction provided by an IRI(A) and flight instruction within the flight school.

The competency based instrument rating is usually easiest way to obtain EASA instrument rating for:

  • holders of ICAO Instrument rating (e.g. holder of FAA license with instrument rating)
  • holders of En-route instrument rating willing to get the full EASA instrument rating
  • holders of En-route instrument rating willing to get the full EASA instrument rating
  • holders of national instrument ratings (e.g. Instrument Rating Restricted or VFR over the top)
  • owners of aeroplanes willing to get the instruction outside of flight school on their own aircraft
  • aeroclubs willing to provide instrument rating instruction outside of ATOs on their own aircraft

In fact - both instrument rating skill tests are the same in content and scope. Also the privileges of instrument rating obtained by the modular means and by the competency-based means are equal. The difference is only the means of the IR training. Talking about competency-based instrument rating it is important to mention that EASA instrument rating is allways connected to the class rating or type rating. In case of single-engine IR skill test the final license endorsement may be as SEP(land)/IR or IR-SE.

Pre-requisites of Competency-based Instrument rating skill test ✅

An EASA Competency based IR skill test is carried out after completion of the flight training provided by the individual flight instructor and the flight training in  flight school. You need to be recommended by the flight school for the skill test.

Examination of Instrument rating - related Theoretical knowledge at the National Aviation Authority (CAA) has to be successfully passed before attending the EASA single-engine instrument rating skill test. The usual way is to attend is to attend either EASA IR theoretical knowledge exam or ATPL(A) theoretical knowledge exam. Both of them are acceptable theoretical knowledge credit towards the EASA Instrument rating.

Conduct of Competency based Instrument rating ✈️ skill test

For a multi-engine IR(A), the CB-IR skill test shall be taken in a multi-engine aeroplane. For a single-engine CB-IR(A), the test shall be taken in a single-engine aeroplane. A multi-engine centreline thrust aeroplane shall be considered a single-engine aeroplane for the purposes of this point.
Applicants who have completed a CB-IR(A) skill test for a multi-engine IR(A) in a single-pilot multi-engine aeroplane for which a class rating is required shall also be issued with a single-engine IR(A) for the single-engine aeroplane class or type ratings that they hold.

The purpose of the Competency based instrument rating skill test is to simulate actual IFR flight. The route to be flown is chosen by the EASA examiner. An essential element is the ability of the Exam candidate to prepare the IFR flight as itself using normal pre-flight analysis (briefing). The Exam candidate shall be able to prepare flight, analyze IFR-related threaths and submit the IFR flight plan. He is also responsible for flight planning and ensures that all required equipment and all documents, certificates and materials required for the flight are on board the aircraft during the checkride with examiner.

The heights and altitudes, the minimum descent height (MDH) and minimum descent altitudes (MDA), missed approach procedures are up to the Exam candidate decision upon approved by the EASA examiner.

The duration of entire Competency-based IR skill test is approximately 3 hours in total. The checkride with Examiner takes approximately 1 hour up to 1 hour 30 minutes of the flight time. The rest of the time is used for the flight preperation (route planning, briefing, debriefing) and oral theoretical knowledge examination. Neverthless, the Competency-based skill test flight time shall not be less than 1 hours.

An Instrument rating Exam candidate shall indicate to the EASA examiner the checks and duties carried out, including the identification of radio facilities. Checks shall be completed in accordance with the authorised checklist for the aircraft on which the test is being taken. During pre-flight preparation for the competency-based instrument rating skill test the Exam candidate is required to determine power settings and speeds. Performance data for take-off, approach and landing shall be calculated by the Exam candidate in compliance with the Operations manual or flight manual for the aircraft used.

Content of CB Instrument rating ✈️ skill test

Before the actual flight, expect several questions to verify your theoretical knowledge by EASA examiner. You can expect the questions in accordance with GM1 to Appendix 6 on following topics:

  • Air Law
  • IFR Flight planing and IFR Flight monitoring
  • Meteorology

Actual flight with EASA Examiner consists of following sections.

  • Section 1 - Pre-flight operations and departure
    • Use of flight manual (or equivalent) especially a/c performance calculation, mass and balance
    • Use of Air Traffic Services document, weather document
    • Preparation of ATC flight plan, IFR flight plan/log
    • Identification of the required navaids for departure, arrival and approach procedures
    • Pre-flight inspection
    • Weather Minima
    • Taxiing
    • PBN departure
    • Pre-take-off briefing, Take-off
    • Transition to instrument flight
    • Instrument departure procedures, including PBN departures, and altimeter setting
    • ATC liaison — compliance, R/T procedures
  • Section 2 - General handling
    • Control of the aeroplane by reference solely to instruments, including: level flight at various speed, trim 
    • Climbing and descending turns with sustained Rate 1 turn
    • Recoveries from unusual attitudes, including sustained 45° bank turns and steep descending turns
    • Recovery from approach to stall in level flight, climbing/descending turns and in landing configuration
    • Limited panel: stabilised climb or descent, level turns at Rate 1 onto given headings, recovery from unusual attitudes
  • Section 3 - En-route IFR procedures 
    • Tracking, including interception, e.g. NDB, VOR, or track between waypoints
    • Use of navigation system and radio aids
    • Level flight, control of heading, altitude and airspeed, power setting, trim technique
    • Altimeter settings e Timing and revision of ETAs (en-route hold, if required)
    • Monitoring of flight progress, flight log, fuel usage, systems’ management
    • Ice protection procedures, simulated if necessary
    • ATC liaison - compliance, R/T procedures
  • Section 3a - Arrival procedures 
    • Setting and checking of navigational aids, and identification of cacilities, if applicable
    • Arrival procedures, altimeter checks
    • Altitude and speed constraints, if applicable
    • PBN arrival (if applicable):
      • Check that the correct procedure has been loaded in the navigation system; and
      • Cross-check between the navigation system display and the arrival chart.
  • Section 4 - 3D Operations
    • Setting and checking of navigational aids Check Vertical Path angle For RNP APCH: — Check that the correct procedure has been loaded in the navigation system; and — Cross-check between the navigation system display and the approach chart. b Approach and landing briefing, including descent/approach/landing checks, including identification of facilities c(+) Holding procedure d Compliance with published approach procedure e Approach timing f Altitude, speed heading control (stabilised approach) Go-around action Missed approach procedure/landing ATC liaison – compliance, R/T procedures
  • Section 5 - 2D Operations
    • Setting and checking of navigational aids For RNP APCH:
      • Check that the correct procedure has been loaded in the navigation system; and
      • Cross-check between the navigation system display and the approach chart.
    • Approach and landing briefing, including descent/approach/landing checks, including identification of facilities
    • Holding procedure
    • Compliance with published approach procedure
    • Approach timing
    • Altitude/Distance to MAPT, speed, heading control (stabilised approach), Step Down Fixes (SDF(s)), if applicable
    • Go-around action
    • Missed approach procedure/landing
    • ATC liaison – compliance, R/T procedures

Pass criteria ✅ of the EASA Competency-based IR

The Exam candidate shall during competency-based instrument rating skill test demonstrate the ability to:

  • operate the aircraft within its limitations;
  • complete all manoeuvres with smoothness and accuracy;
  • exercise good judgment and airmanship; apply aeronautical knowledge; and
  • maintain control of the aircraft at all times in such a manner that the successful outcome of a procedure or manoeuvre is never seriously in doubt.

The following limits shall apply, corrected to make allowance for turbulent conditions and the handling qualities and performance of the aircraft used:

Height tolerances during CB Instrument rating skill test


±100 feet

Starting a go-around at decisioheight/altitude

+50 feet/–0 feet

Minimum descent height/MAP/altitude

+50 feet/–0 feet

Tracking tolerances during CB IR skill test

On radio aids


For angular deviations

Half scale deflection, azimuth and glide path (e.g. LPV, ILS, MLS, GLS)

2D (LNAV) and 3D (LNAV/VNAV) linear” lateral deviations

cross-track error/deviation shall normally be limited t± ½ the RNP value associated with the procedure. Briedeviations from this standard up to a maximum of time the RNP value are allowable.

3D linear vertical deviations (e.g. RNP APCH (LNAV/VNAV) using BaroVNAV)

not more than 75 feet below the vertical profile aany time, and not more than + 75 feet above thvertical profile at or below 1 000 feet abovaerodrome level.

Heading tolerances during CB IR skill test



Speed tolerances during CB IR skill test


±5 knots

Privileges ✅ of the EASA Competency based IR

EASA instrument rating obtained by competency based means is valid for the same period like the modular instrument rating. The instrument rating validity period is 12 months since the end of the month in which the skill test with examiner has been successfully passed.

Instrument rating grants the privileges described in FCL.605. The privileges of holders of an Instrument Rating are to fly aircraft under IFR, including PBN operations

  • act as a pilot in command (PIC) in the single-engine single pilot aeroplane during the flight under instrument flying rules;
  • perform the instrument approaches to the lowest decision height of 200 feet (60 meters);
  • possibility to extend the privileges of the Instrument rating for the decision height less than 200 feet (60m)

It is important to mention that the privileges of modular instrument rating and competency based instrument rating is the same. The only difference is the training and previous experience of the pilot.