Not that long ago, general aviation single engine aeroplanes had almost no radio navigation aids other than a VHF set that could be used for homing back to the airfield and for a VDF let down.
Gradually, through the 1960s and 1970s, aeroplanes were increasingly equipped with automatic direction finders (ADF), very high frequency omni directional radio range (VOR), distance measuring equipment (DME) and Instrument Landing System (ILS) cockpit displays giving localiser and glideslope information.
Advances in avionics were giving little aeroplanes the navigational capability to carry out instrument departures, to fly en route segments under instrument flight rules, and carry out an instrument approach at destination, followed by a full missed approach procedure if necessary. By the 1980s, such airways-equipped light aeroplanes were quite common, and nowadays navigational capability is being further enhanced by GPS units integrated within panel-mounted instrument displays, which facilitate the flying of RNP approaches and departures.
Our aeroplanes have become increasingly capable, but the Private Pilot’s Licence (PPL) course only equips you to fly in good weather, with a high cloud base and in good visibility. You are given very rudimentary training in the operation of some navigational aids and shown how to extract yourself from cloud in the event of inadvertent cloud entry at relatively high altitude. The consequences for a visual flight rules (VFR) pilot attempting to fly in instrument meteorological conditions (IMC) are brutal, and weather induced accidents continue to feature high in the list of pilot killers, especially where a VFR pilot continues into bad weather.
All the navigational equipment in the world is of no use if you do not know how to use it and with a PPL, you have not been trained in controlling the flight path of the aeroplane by sole reference to the instruments.
This is where the Instrument Rating (Restricted) / IR (R) Course comes in. Given the often poor and unpredictable UK weather, it is an extremely popular course. Some pilots see the IR(R) course as a get-you-home rating – a useful skill to fall back on if you get caught out by bad weather when airborne. However, like all flying skills, instrument flying ability is perishable and deteriorates without frequent practice, so to get most value from an IR (R) you should make the effort to practise frequently. That will ensure that when you do need to lean on the rating, you do not suddenly discover the reality of skill fade. It can only be relied on if you frequently practise getting home in either real or simulated IMC.
The IR (R) rating allows a pilot to fly under instrument flight rules in uncontrolled airspace, or in IMC in Class D or E airspace with appropriate permissions. The pilot can fly out of sight of the surface and fly instrument departures and instrument approaches down to an absolute minimum of 500 feet for a precision approach and 600 feet for a non-precision approach. En route flight can be in cloud, subject to icing limitations, and a horizontal visibility of 1800 meters is required for take off and landing.
To apply for the rating, the pilot must have 25 hours experience post qualifying for their PPL. An IR (R) cannot be added to a Light Aircraft Pilot’s Licence (LAPL) and if a PPL pilot downgrades to a LAPL from a PPL then the IR (R) privileges are removed by the CAA because a LAPL pilot can only fly under visual flight rules. The 25 hours post PPL issue must include 10 hours as pilot in command, including 5 hours cross county flying. The course footprint is 15 hours of dual training which can count towards the 25 hours post PPL.
The flight training is divided into several sections. Full panel instrument flying will include straight and level flight at given airspeeds, turns at given rates and onto given headings, climbing and descending turns and recovery from unusual attitudes. Once full panel instrument flying is at a good standard, flight with partial panel and limited panel assuming the failure of the attitude indicator and direction indicator is introduced.
Once a good standard of basic instrument flying has been established, we move onto the applied phase of the course and the use of radio navigation aids for en route navigation, starting with position fixing and tracking using navigation aids such as ADF and VOR. We then go onto practising instrument approaches such as ILS, VOR, ADF and perhaps a SRA. Although holding is not part of the syllabus, you might still be required to hold as part of an instrument approach, so we will train for it. Every instrument approach is flown on the basis that it will result in a missed approach treating going visual above decision altitude / height and landing as a bonus so that the pilot is always mentally prepared for a missed approach during the approach. We will practise flying full missed approach procedures and breaking off from the missed approach into the bad weather circuit.
The IR (R) flight training will give you a particularly good foundation in instrument flying and will also provide an added level of safety to your visual flying. If you go onto a full instrument rating (IR) then the IR (R) course will count as 10 hours towards your competency-based IR and will thus save you money in the long term, as well as providing an enhanced level of safety prior to your full IR training.
At the end of the flight training phase there is a skill test with an examiner. The rating has a validity period of 25 months.
You will be required to do 20 hours of theoretical knowledge training to include the following subjects:
Physiological Factors
Flight Instruments
Aeronautical Information Service – NOTAMS, UKAIP, AICs
Flight Planning Meteorology, Altimetry, Terrain Clearance, Radio aids
Instrument Approach Procedures
Privileges of the IR (R)
The ground school is completed with a written examination of 25 multiple choice questions sat at the flight school. The pass mark is 72%.
The IR (R) rating is valid in the UK only, but it adds a tremendous level of safety to a bare bones PPL. Given the UK weather, it is a sensible rating to acquire, and extremely good fun to do. If you are going on from your PPL to hour-build towards your commercial licence and subsequent multi engine instrument rating, then it will save you money in the long term, as well as providing an enhanced level of safety to support you through the hours-building phase.
At Above and Beyond School of Flying, we love teaching instrument flying. There is nothing more satisfying than a well-planned, well flown approach and breaking cloud with the runway ahead on profile. To get your head in the clouds call us now on 02476 639222 or 07775 715501 and book your course today.