The instrument rating is the qualification that unlocks IFR flying. It allows a pilot to operate under instrument flight rules (IFR) and in instrument meteorological conditions (IMC) down to the published approach minima for each procedure. For anyone planning an airline career, it is not an optional extra. It is the centre of the frozen ATPL package that every airline expects a new first officer to hold.
Training hours, minimum requirements, and programme structures are set by EASA Part-FCL and your approved training organisation (ATO), and they can change. Always confirm the current rules with your ATO and your national aviation authority before relying on any specific figure.
The IR adds the right to fly under IFR and in IMC down to published minima, opening weather windows and route categories that VFR pilots cannot legally access.
Airline operations run under IFR by definition. A multi-engine IR is not optional for a first officer role; it is part of the frozen ATPL package every airline expects.
Students can pursue a single-engine IR, a multi-engine IR, or the flexible competency-based modular IR (CB-IR), depending on their current licence and training path.
Radio Navigation, Instrumentation, General Navigation, and Meteorology are the subjects that underpin instrument flying and carry the most weight in IR preparation.
Without an IR, a pilot holding only a Private Pilot Licence (PPL) or even a Commercial Pilot Licence (CPL) is restricted to visual flight rules. That means flying only when and where the weather permits visual reference, staying out of cloud, and operating below the floors of most controlled airspace that airlines use daily. The set of operations this allows is simply too narrow for any commercial airline role.
Airline operations are conducted under IFR as a matter of course. Aircraft depart on standard instrument departure procedures, cruise along airways in controlled airspace, descend on instrument arrival procedures, and land via precision or non-precision instrument approaches in conditions that often include cloud, rain, and reduced visibility. A multi-engine IR is therefore one of the core qualifications in the frozen ATPL package alongside the Commercial Pilot Licence and a multi-engine rating. You can read more about the full path in the complete guide to becoming a pilot.
Not all instrument ratings are the same. The variant you need depends on where you are in your training and where you want to end up. Here is how the three main options compare.
Covers instrument flight in single-engine aircraft. It is a valid and useful qualification, and for some modular students it is a stepping stone built before moving to the multi-engine variant. However, it does not qualify a pilot for multi-crew airline operations on its own.
The variant required for airline and multi-crew operations. It is almost always combined with the multi-engine rating and sits alongside the CPL in the frozen ATPL package. Airlines hiring first officers expect a multi-engine IR as standard.
A flexible route designed for PPL or CPL holders adding an IR through a modular programme. The CB-IR is built around demonstrated competency rather than a single fixed total-time figure, and allows a higher proportion of training in approved flight simulation training devices, though set minimum instruction hours still apply. It is worth discussing with your approved training organisation to understand how it compares in your specific context.
The instrument rating is earned through a defined block of training that combines flight instruction, simulator time, theoretical knowledge, and a skill test. The structure is set by EASA Part-FCL and delivered by an ATO, so the exact breakdown of hours and content varies by school and by route. Confirm the current requirements directly with the ATO you are considering.
A defined block of instrument flight instruction forms the core of IR training. A significant portion of this instruction can take place in an approved flight simulation training device (FSTD) rather than in a real aircraft, which keeps the training controlled, weather-independent, and focused on procedure rather than aircraft handling.
Pilots on the modular IR route must pass the IR theory examinations, which cover the knowledge a pilot needs to operate under IFR. Pilots who have already completed the full EASA ATPL theoretical knowledge exams already satisfy the IR theory requirement, since the ATPL syllabus includes and exceeds the IR knowledge areas.
IR training concludes with a skill test flown with an examiner. The test covers the full range of IFR operations the pilot will be authorised to conduct: instrument departures, en-route IFR navigation, holds, and instrument approaches using different navaid types. A pass on the skill test, combined with completed flight instruction and a pass on the theory, results in the IR being added to the pilot's licence.
If you are preparing for the IR or studying ATPL theory alongside it, four subjects carry the most direct relevance to instrument operations. Each one links directly to what you do in flight under IFR.
Covers VOR, ILS, DME, NDB, GNSS, and the full range of radio navaids used in IFR operations. Instrument approaches, airways, and holding patterns all rest on the concepts in this subject.
Deals with charts, great-circle tracks, map projections, and the spatial reasoning that underlies route planning and positional awareness under IFR.
Explains how the primary flight instruments work: pitot-static systems, gyroscopic instruments, ADI, HSI, and modern glass cockpit displays. Understanding instrument error and limitation is essential for flying safely in IMC.
Covers the weather systems, icing conditions, frontal structures, and atmospheric phenomena that pilots must identify and manage when operating in cloud and instrument conditions.
These four subjects connect directly to what you do every flight under IFR. Strong preparation in Radio Navigation and Instrumentation in particular makes the practical training easier to absorb, because you already understand the navaid principles and instrument characteristics your instructor is building on. Building a solid foundation in General Navigation will also pay dividends when planning IFR routes and interpreting positional information in the cruise.
The IR does not stand alone. On the airline-focused training path, it sits alongside the CPL and the multi-engine rating as the three components that together form the frozen ATPL. Understanding where the IR lands in the sequence helps you plan your studies and your budget with a realistic picture of what comes before and after.
Most students complete the PPL and the ATPL theoretical knowledge phase before starting IR training. Some complete it in parallel with late-stage modular training. Either way, the ATPL theory covers the IR knowledge areas, so students who have already sat those exams arrive at IR training with the theoretical foundation in place.
IR training is usually combined with the multi-engine rating into a single course at an ATO. The two are deeply complementary: the multi-engine rating introduces asymmetric flying and engine failure procedures, while the IR teaches instrument procedures, all in a training environment where both skill sets reinforce each other.
Holding a CPL, a multi-engine IR, and ATPL theory passes puts a pilot at the frozen ATPL level: ready to apply for first officer roles, complete a type rating on a specific airliner, and begin line training. The ATPL unfreezes once the required flight experience is accumulated. You can read more about this broader picture on the What Is ATPL page.
An instrument rating (IR) is an additional qualification added to a pilot licence. It grants the privilege to fly under instrument flight rules (IFR) and in instrument meteorological conditions (IMC) down to published approach minima. Without an IR, a pilot is restricted to visual meteorological conditions and visual flight rules, which severely limits the routes, airspace, and weather in which they can legally fly.
Airline operations are conducted under IFR regardless of the weather outside. Aircraft follow instrument departure and arrival procedures, navigate airways in controlled airspace, and fly instrument approaches to published minima in cloud and low visibility. A multi-engine IR is therefore not optional for airline flying. It is a core part of the qualification package every first officer brings to a type rating and a first airline seat.
A single-engine IR covers instrument flight in single-engine aircraft. A multi-engine IR covers instrument flight in aircraft with more than one engine and is the variant required for airline and multi-crew operations. On the professional training path, the multi-engine IR (usually combined with the multi-engine rating) is what airlines expect to see in a frozen ATPL package.
The competency-based modular IR (CB-IR) is a flexible route to the instrument rating that places its emphasis on demonstrated competency rather than on a single total-time figure, though set minimum instruction hours still apply. It is designed for pilots who already hold a PPL or CPL and want to add an IR through a modular programme. The CB-IR allows more training in approved flight simulation training devices and can be completed alongside other commitments. Your approved training organisation can explain how it applies to your situation.
The IR is typically completed alongside or after the Commercial Pilot Licence (CPL) and is almost always paired with the multi-engine rating. Together, the CPL, the multi-engine IR, and a full set of ATPL theory passes make up the frozen ATPL package that airlines expect from a new first officer. The IR is not an isolated rating but a core piece of the combined qualification that bridges student training and a first airline seat.
Radio Navigation is directly relevant because instrument approaches, airways navigation, and IFR procedures rely on navaids, charts, and radio navigation concepts. General Navigation and Instrumentation are closely linked: understanding how aircraft instruments work and interpreting navigational data under IFR are skills built across both subjects. Meteorology provides essential knowledge of weather patterns, icing, and frontal systems that pilots must understand when operating in IMC.
These pages give more context on the qualifications and subjects that sit alongside the IR on the professional training path.
The SkyStudy question bank covers all 14 ATPL subjects, including Radio Navigation, Instrumentation, and General Navigation. Practice at your own pace, identify weak areas, and track progress across the full syllabus. Free to start, no card needed.
This page is general educational information for student pilots and may be out of date. Aviation rules, training requirements, costs, medical standards, and exam details change over time and vary by country, authority, and training organisation, so details here may no longer be current or may differ in your case. Always confirm the current details with your approved training organisation (ATO) and national aviation authority before relying on them. SkyStudy is an independent study aid, is not affiliated with EASA or any aviation authority, and does not guarantee any exam or licence outcome.Last reviewed June 2026.