There are cloudbreaks and cloudbreaks? The big danger are CFIT accidents or OCAS running into other aircraft that you are not aware of how do you securely cover both aspects flying OCAS?
If you are on your own ie no reliable radar coverage you have to have a plan to minimise the risks as much as possible.
To blindly follow any navaid information whether it be ILS, VOR, NDB GPS etc is asking for trouble unless you confirm those navaids are telling you what you think they are?
Always confirm the navaid info by some backup.
Descent OCAS and you want to make sure you dont fly into cumulus Granitus clouds!!!
The only way to do that is to respect the sector safety altitudes using the regional QNH.
descending below the sector safety altitude and everything becomes more precise.
Spot altitudes? Mast heights etc? How far do you descend above those points before calling it a day?
That depends on how much risk you are taking!
Are you really where you think you are? If not you could be in for a disaster.
I know of one pilot who flew dead ILS needles down the wrong valley in the Alps lucky for him ATC alerted him as he broke out in the wrong valley!!! It does happen!
Hitting other aircraft? most (not all) have transponders so should show up if your lucky enough to have TICAS!
Radar can help if you have radar coverage!!!
If not listening out on local frequences? Otherwise its relying on the big sky theory!
If you have to take an approach into a nearby airport to break off for a visual landing at your own field/ landing strip seriously consider landing off that approach as the cloudbase is likely to be be so low as to make flying VFR questionable?
Pace