This service might be interesting for an EASA flight school seeking for the freelance IRE(A) examiner for IR multi engine skill test.

 ⚠️ What is EASA IR multi-engine skill test ✈️

Instrument rating skill test is the checkride - verifcation of the operational-related theoretical knowledge and subsequent flight with an EASA examiner - so-called IRE(A). Sucessfully passed EASA Instrument rating skill test is the requirement for flying during the IFR flight operations on multi-engine aeroplane. Being a holder of multi-engine instrument rating is also one of the requirements in order to be enrolled in:

  • EASA multi-crew cooperation training course - MCC(A)
  • EASA multi-piot typerating  

It is important to mention that EASA instrument rating is allways connected to the class rating or type rating. So there is no stand-alone instrument rating in EASA flight crew licence. In case of multi-engine IR skill test the final license endorsement may be as MEP(land)/IR or MEP(land)/IR/PBN. 

Pre-requisites of Instrument rating ME skill test ✅

An EASA IR skill test for initial obtain of multi-engine instrument rating is carried out after successful completion of the flight training provided by the EASA flight school. You as a trainee has to be recommended for the skill test ME- IR by the flight school. The flight training required to attend prior skill test shall be either:

  • ab-initio EASA multi-engine IR training (consists of 55 hours)
  • multi-engine IR training course for single-engine IR holder (consists of 5 hours)

Prior to the IR-ME related training course the trainee shall attend class-related training of duration at least:

  • 6 hours of flight training
  • 7 hours of theoretical knowledge instruction

Examination of Instrument rating - related Theoretical knowledge at the National Aviation Authority (CAA) has to be successfully passed before attending the EASA multi-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.

Background of ✈️ EASA IR-ME skill test

Multi-engine IR(A) skill test shall be taken in a multi-engine aeroplane. A multi-engine centreline thrust aeroplane e.g. Cessna 337 is considered a single-engine aeroplane for the purposes of this point.

The multi-engine instrument rating skill test reffers to paragraph  FCL.620 of the Part-FCL. The IR skill test shall be done in aircraft only with possible combination of simulator within minor part of the skill test schedule. The instrument rating skill test schedule is described in  Appendix 7 to Part-FCL Regulation (EC) 1178/2011. 

A candidate for the EASA instrument rating IR(A) shall demonstrate to the flight examiner IRE (A) ability to perform the procedures and maneuvers appropriate for flight according to the IFR - instrument flying rules in multi-engine aeroplane with a degree of competency appropriate to the privileges granted.

An Exam candidate shall pass all the relevant sections of the IR-ME skill test. If any item in a section is failed, that section is failed. Failure in more than one section will require the Exam candidate to take the entire test again. An applicant failing only one section shall only repeat the failed section. Failure in any section of the retest, including those sections that have been passed on a previous attempt, will require the applicant to take the entire IR-ME skill test again. All relevant sections of the IR-ME skill test shall be completed within 6 months. Failure to achieve a pass in all relevant sections of the test in two attempts will require further training. Further training may be required also following a failed skill test. There is no limit to the number of skill tests that may be attempted.

Should the Exam candidate choose to terminate a skill test for reasons considered inadequate by the EASA examiner, the Exam candidate shall retake the entire skill test. If the skill test is terminated for reasons considered adequate by the EASA examiner, only those sections not completed shall be tested in a further flight.

At the discretion of the EASA examiner, any manoeuvre or procedure of the skill test may be repeated once by the Exam candidate. The IRE examiner may stop the skill test at any stage if it is considered that the Exam candidate’s demonstration of flying skill requires a complete retest.

An Exam candidate shall fly the multi-engine aircraft from a position where the pilot-in-command functions can be performed and to carry out the test as if there is no other crew member. The EASA examiner shall take no part in the operation of the aircraft, except when intervention is necessary in the interests of safety or to avoid unacceptable delay to other traffic. Responsibility for the flight shall be allocated in accordance with national regulations.

Conduct of ME Instrument rating ✈️ skill test

The purpose of the multi-engine 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 IR-ME 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 IR multi-engine 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 IR-ME skill test flight time shall not be less than 1 hours.

An IR-ME 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 instrument rating multi-engine 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 ME 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
  • Section 6 - Flight with one-engine inoperative (OEI)
    • Simulated engine failure after take-off or on go-around
    • Approach, go-around and procedural missed approach with one engine inoperative
    • Approach and landing with one engine inoperative
    • ATC liaison – compliance, R/T procedures

Pass criteria ✅ of the EASA IR multi-engine

The Exam candidate shal during instrument rating multi-enginel 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 IR-ME 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 IR-ME 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 IR-ME skill test

all engines operating


with simulated engine failure


Speed tolerances during IR-ME skill test

all engines operating

±5 knots

with simulated engine failure

+10 knots/–5 knots

Privileges ✅ of the EASA IR multi-engine

EASA instrument rating - IR(A) is valid for 12 months since the end of the month in which the skill test with examiner has been successfully passed.  Multi-engine 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 multi-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 IR-ME for the decision height less than 200 feet (60m)

Should you have completed a skill test for a multi-engine IR(A) in a single-pilot multi-engine aeroplane for which a class rating is required - e.g. MEP(land)/IR you shall also be issued with a single-engine IR(A) for the single-engine aeroplane class or type ratings that you hold.