Thought I'd add some somments.
Got my IMC around 18 months ago and have actively used it since. I had teh Trevor Thom book to revise from but found that there were some gaps. I think its liek the PPL, once you get that and actually get out there and do some flying, you pick up information that was no included in the course but is of use.
I plan my flights as IFR ones these days, in terms of navigation, I persoanlyl find it easier to route via VORs and NDBs than to fly visually with dead reckoning, it also means that because I have planned the flight assuming I'll be in cloud, when I actually go flying, the appearence of a cloud do not mean I have to replan in the air, its all been worked out previosuly.
I therefore plan to do instrument approaches avry time I fly just to keep in practice. Whilst in some circles it the rating might be considered a get out of jail card, you need to keep current on it to ensure that when you do need to an approach for real, you are not going to be rusty.
I feel that doing an instrument approach everytime, no matter what the weather is , helps with confidence.
My IMC training took place under the hood, whilst I was training , it just happended to be fine weather all the time. So when it came to flying in cloud for the first time, I took an instructor with me just to act as a safety pilot. In some ways it is easier in iMC than with a hood on, but it does feel quite different.
My first solo flight in cloud was , amd I'm being quite honest, quite scary at first, it felt very unnatural (as if flying is natural in the first place!) but after a few minutes settled down and actually started to enjoy it.
If its not too bumpy, then it not too bad but in bumpy conditions, you think to your self whether you have done the right thing.
One one occasion, I flew into some cumulus clouds and was being bumped around and struggling to maintain my altitude , gaing 200 ft one moment and then loosing 200 the next.
I'm glad it did it that if only to stretch my levels of experience.
I think the rating should include more information about the weather, I mean should you really avoid cumulus clouds al together?
With about a year or so of instrument approaches under my belt, I now look forward to doing these and for me , is the highlight of the flight. (Is that Sad?!)
Otehr than VOR/DME and NDB/DME, I've manegd to do the otehr remianing approaches. ILS is my favourite , perhaps no surprise there, but have managed to do a PAR for real and an SRA in low cloud along with some LLZ/DME approaches.
I would love to do an IR but can't really justify the cost. With the IMC, you have to on occassions beg for a radar service, don't get me wrong I have nothing against the ATCOs , I know that at times they are very busy.
For approach plates, I use the Aerad ones which I find very clear and easy to understand , but tehre are some approaches that seem to be an possile issue for an IMC rated pilot. Manchester is one that come to mind, the missed approach takes you inot Class A airspace, which you cannot go inot to, so what do in that case, presumably tell ATC who will hopefully sort you out?
Its also a shame that you can;t fly a lot of the SIDs and StARS as some of these are quite straightforward but again take you inot Class A airspace at some point.
Bottom line, a great rating to get but in retrospect , perhaps q bit more could be included.