I think it is fair to say the risk of collision in imc under a basic service is miniscule. Indeed its so small statistically it shoulnt prevent anyone flying in imc under a basic service. Inevitably accept a traffic service if its available.
Obviously there are three segements to an imc flight. The departure, en route and arrival. The only way you get comfortable departing into imc is doing it. Start with a high base - say 2,000 feet and climb directly into imc. With experience you will be comfortable with lower bases but to start with a rapid transition from take off into imc can be unnerving.
En route the aim isnt to bounce around in the clouds but to find vmc on top. That doesnt always work or is not possible. Hand flying for any length is demanding and tiring; all you can do is gradually take on longer flights and establish your comfort zones. A reliable auto pilot is almost essential and makes the en route sector almost a non event.
Which leaves the arrival, which all comes down to planning and contingencies. Be clear where you are going to get your information from about the actual weather. In the case of goodwood they have no trained observers but you will get a reasonable estimate. Shoreham and southampton are both close and will provide a much more accurate estimate. Having established the actual base you can now decide whether a descent into vmc is possible with the parameters you should have set before leaving. Plenty has been written about made up approaches and should be read. Be completely familiar with the surrounding terrain and whether you can safely make a cruise descent to establish visual. In reality 1300 is not very low at goodwood and a cruise descent from the beacon due south gives masses of terrain seperation. However be clear at what height you will abort and dont be tempted to accept any less. If you have done your homework there are a host of get out of jail cards for the example you give. Firstly the sea is just to your south, more than good enough for a cruise descent with gps combined with a radial and dme of gwc if you prefer, if that doesnt work shoreham would have given you a cloud break on their 02 ndb/dme or gps procedures and if that doesnt work the ils at southampton will be your ultimate saviour. Once visual its back to your planning. You should know whether you can safely reposition to goodwood below the deck. Again be clear on your minimas and if you are not happy climb back into imc and land at shoreham or southampton.
It is all in the planning, and being confident as you accept lower forecast bases that short of their being an ils where you are going if push comes to shove there is an ils nearby and you are really comfortable and confident you can fly the ils to the required minima.
Finally gain experience flying in poor viz. for anything without a procedure an approach in poor viz can be daunting and its well worth knowing your comfort levels. Are you better off with a tight visual circuit to land or a much longer stabilised visual approach and if the later have you got the kit to set up the approach in the cockpit. These are not so much made up procedures but more a case of a visual approach in conditions that arent ideal.
Last edited by Fuji Abound; 24th September 2012 at 07:59.