Also why does the CAA permit IFR passenger flight without IFR planning or IFR fuel reserves?
Why does the CAA allow an IMC rating holder to plan IFR flights wih no alternates?
Why does the CAA allow IMC rating holders to fly to plan lower minima than IR holders?
Care to expand on these, particularly the last?
Surely the first two of these issues are related to Aircraft Operations, not Personnel Licensing. And they
are addressed in the ANO, but with much less specific regulation than JAR-OPS 1, a difference that seems reasonable for the needs of private flying.