EA
Imagine a screen 20 inches in diameter, which equates to 50 miles radius. Now imagine a busy circuit within 3 miles of the centre - each one with a label showing code and level, or 'NMC' if no mode 'C' fitted.
It might seem un-natural to you, but do you get the idea now as to why it's necessary? There is no need to squawk in or joining the circuit. Class 'D' being a known traffic environment you are under the control of the tower controller being separated visually but using the reduced separation allowed in the circuit.
Now - take it one stage further. You're instructed to orbit at the end of the downwind leg, to allow an IFR inbound in that's at 3 miles on the ILS. You're still squawking, IFR gets a TCAS 'RA' and goes around unnecessarily. You're not going to endear yourself to him or ATC if that happens.
Field in Sight
Welcome to the world of personal risk assesment and planning. If you're going to fly IMC in the UK at weekends you have to bite the bullet and accept the following facts.
1) The IMC is best served to get you VMC on top.
2) When you do go IMC non-radar then limit the risk (correct quadrantal)
3) When you descend non-radar
never bust MSA. If you're still IMC at that point then make the decision to divert to a suitably equipped airfield in plenty of time. You can either cloudbreak there to resume VFR or land there. A taxy or train is cheaper than a trashed aircraft!
4) Plan every flight expecting to divert - treat getting home as a bonus
Don't become a statistic - happy landings
CM