200V
Well, I think many do the rating because of the challenge and it seems the next logical step to take. I think also some think, before doing the rating, that it will allow them to fly in most any weather, and that is a pretty nice idea in Europe. I think having done the IMC many find that the course really is not adequate to give confidence using their new skills. Maybe some of the risks of flying IMC in the typical light single, viz. no de-icing, no weather radar or storm scope, single vac system, single AI, on the whole poor LARS coverage, all begin to sink in as well. Sad to say in my opinion the IMC is probably correctly billed as a get you out of trouble rating, but if you wish it can enable you to go on to develop your skills to a level much nearer an IR if you are prepared to and can get the help to do so. Even sader to say that the availability of sensible progression to an IR seems to have been pretty much closed off to PPLs - but that is another story. Flying IMC seems to me to be more about risk management than almost anything else - I wonder how many people who fly IMC regularly down to mins. as you suggest, would cope with a vac pump failure, followed by a missed approach and back into the procedure? Sounds pretty horrible to me!!
With regards to currency I personally try and do an approach a month, more often NDB / DME but a G/S whenever I can. I have also found picking up a plate every so often (when not flying) and making sure the old brain is able to digest it on the spur so to speak helps the interpretation skills for that unexpected diversion.
My two greatest fears are an engine failure in IMC with low mins. and unexpected CB's - but I guess that is everones - is it?
[ 24 September 2001: Message edited by: Fuji Abound ]