Personally, I don’t go for the idea that an IMC rating is only for getting you out of the ****. It was probably one of the thoughts when the rating was introduced, but why do we have to be stuck with just that. By definition it is unplanned and leads demonstrably to CFITs. I’ve had to do it but it frightens me. Whereas I have no problem carefully planning an entire route and then going and flying it as planned. No hasty ad hoc decisions which overlook the fine detail on the chart. But the flying club’s hired Warrior won’t quite do.
Off the top of my head I can think of four CFITs in recent years resulting from unplanned IMC. There are plenty more.
1. Tobago Blackpool to Mull scud-running hit lump on Jura at 1800’
2. Mooney inbound to Sleap scud-running, hit The Wrekin circa 1350’
3. Banderante Southend to Glasgow on off-airway VFR flight hit hill below 2000’ near Ravenglass.
4. Arrow in IMC hit Snaefell. Pressure very low and failed to realise that FL?? was below 3200’ hilltop. This flight might conceivably have been planned in which case pilot was well below sector safety altitude.
At least two of those pilots would have been better off without their IMC ratings. Then they might not have been tempted to fly through a dropper that turned out to be solid….
I’d still like to hear an instance of an IMC mid-air at any time with or without a radar service.
I’m no statistician but the relative risks are obviously not commensurate!
About radar cover. There will always be gaps unless we can fly higher and even then. Two examples spring to mind. Flying from Scotland to England down the west coast, Scottish Info lose interest in you by 54N. Warton can’t help until you reach Morecambe Bay. Pennine can’t help because you are too far west for them. So over the Lakes you’re on your own. A similar gap exists in mid-Wales between Cardiff and Shawbury. Chivenor closing has probably created another gap between St. Mawgan and Cardiff.
Y-B