It's all very well getting VFR on top but if it's a broken or overcast day how would you get back down?
That is the only part of an E-IR(H) that I would be interested in.
As a PPL I won't waste my precious spare time sitting two hours inside a white cloud, watching my instruments and following ATC orders, boring.
The reason I'd love to get me an E-IR(H) is best outlined by an example:
- I'd make sure (webcam, phone), that the destination airfield has >100 ft AGL cloud base,
- prepare some nagivation aids (VOR, NDB, RNAV..)
- departure is a piece of cake in a heli, breaking through doing 45knots @1500ft/min
- fly OCAS over the beautiful, fluffy white blanket in winter sunshine to my destination.
- There I'd call out on airfield freq. to check for similar people in the clouds below
- Then comes the IMC part, where I'd cautiously (rad alt?, GPS alt, regional QNH, airfield QNH) srcatch the rim of the H-V Curve until I'm below clouds.
- At 100 ft AGL doing 50 knots I'd need only the airspace right above the runway to be obstacle free
That way most if not any day in winter would not only be a flying day but one could catch some sunshine, too.
Problem is, above depicts an UK IMCr flight.
EASA E-IR mandates an
IFR (e.g. ATC controlled, non 'G' space) IMC flight.