DFC
I think I see what you're driving at but I don't agree with your statements:
IFR flights are required to carry suficent fuel for destination and alternate (or 2 alternates if limited met reporting etc etc for first alternate) and having reached the furthest alternate be able to hold for 45 minutes in the case of propeller aircraft.
You're quoting JAR-OPS 1. The ANO does not distinguish between VFR and IFR flights, though it does single out public transport in a way that is likely to require JAR-OPS fuel planning.
Art 52(e) in the case of a flying machine or airship, that sufficient fuel, oil and engine
coolant (if required) are carried for the intended flight, and that a safe margin has
been allowed for contingencies, and, in the case of a flight for the purpose of
public transport, that the instructions in the operations manual relating to fuel, oil
and engine coolant have been complied with;
Specifically, bookworm, there is no requirement for an IMC rating holder to apply higher minima at the alternate aerodrome when planning the flight (if they have even bothered to plan one) than at the destination i.e. the IMC rating holder can plan to a destination with an NDB approach and have an alternate with an ILS and use the 500ft DH and 1800m as minima where an IR holder will be obliged to apply non-precision minima at the alternate which could be higher than the IMC rating 500ft limit for a precision approach.
Again you're quoting JAR OPS 1. The law does not distinguish on the basis of rating held. For non-public transport flights, planning minima are simplistic:
49(6) If, according to the information available, an aircraft would as regards any flight be
required by the Rules of the Air Regulations 1996(a) to be flown in accordance with
the Instrument Flight Rules at the aerodrome of intended landing, the commander of
the aircraft shall select prior to take-off an alternate aerodrome unless no aerodrome
suitable for that purpose is available.
...
(6B) A flight shall not be continued towards the aerodrome of intended landing unless the
latest available information indicates that conditions at that aerodrome, or at least one
alternate aerodrome, will, at the estimated time of arrival, be at or above the specified
aerodrome operating minima.
If you were to say that, often, insufficient emphasis is placed on sensible fuel and alternate planning in IMC rating training, I might agree.