Finally had a chance to study all the views to this thread after a busy xmas. Hope all had a good time and are still within MTOW!
Judging by all the detailed posts, it seems that there certainly is confusion within the VFR regulations but these confusions seem to concern mainly whether or not a take off in the conditions stated is legal (it appears to be). But is the rest of the flight legal and how do you manage the flight if it subsequently becomes IMC/IFR.
Even though a departure may be legal in those conditions, the en route phase certainly would not be given that maintaining clear of clouds would invariably cause a breach of Rule 5.
So, why depart then VFR? As W Collins clearly points out, a big reason appears to be the wish not to incur route charges and who would not agree? You are not receiving any services so why pay? Perhaps then we should take this up with the powers that be but my life is not long enough to wrestle that one out of CAA, Brussels, whoever....
But is it sensible to depart without any prior arrangement with a radar unit set up? What about the possibility that somebody just might be coming the other way? To quote W Collins again, there have been no instances of collision whilst flying IMC outside of controlled airspace....this I presume is true but I have knowledge of several instances recently where collisions appear to have been narrowly avoided. Circumstances varied but some were saved by TCAS, some by timely radio calls coincidentally and some by radar. So the danger is there. The 'big sky' theory pointed out by some contributors to this post is true...but the sods law also applies.
What about radar then? At best in the UK coverage is patchy and although the controllers have the best of intentions, invariably you are offered 'Radar Information limited due to range,altitude,controller workload or poor radar performance'. Incidentally, I thought RIS or RAS was available.....where is the official definition of 'Limited radar'?!! Indeed, some of the close ones noted have been receiving a service so still you are not guaranteed safety but arming oneself with all the tools available must surely increse your safety margin.
In respect of W Collins worry that he was the 'target' of this post, this is not the case. The Metar given was a representative one used as an example. Indeed, I have seen departures in conditions worse than shown, which is the impetus for this thread. However, It is recognised that there is a difference between the crazies who launch ill equipped and under rated in a 150 to that of the experienced IR pilots in the right equipment who have contributed to this thread.
My summary then...no matter how experienced, or what you are flying, get a radar service if its available and you're IMC....the route charge (even if it ever finds you) will be small change if it's helped you avoid hitting me coming the other way! And turn that Mode C on!
Woss.
ps. Is it true that you cannot fly IMC outside controlled airspace in France?