Further to the discussion on difficulty of obtaining a clearance into the LTMA when departing IFR from an uncontrolled airfield:
Has anybody tried including in the flightplan address list, the unit which will be initially contacted?
For example, in my scenario above, flying from Bourn south into the LTMA via BKY, including Essex radar in the address list. If so, including an estimate for BKY in the RMKs might also help?
Entirely subjectively, I agree with WCollins in that I too feel happier in IMC, compared to low-level VMC, whether in marginal or good visibility. The low traffic density and big-sky theory do provide separation comfort.
Under circumstances where you are flying at WCollins 2250 feet and there may be VFR traffic below a 1500 foot cloudbase, the availability of a radar service does not help much. Under RIS, a fair proportion of the contacts called will not be squawking, or not squawking mode C, hence you have to trust that they are actually VFR and below cloud, so separated from you. At least this is my mind-set inthese circumstances. The benefits of RAS here are questionable -- you would be lucky to make much progress towards your destination.
AA