I am sorry for my overly brief suggestion that an IMC Rating is the answer to everything; of course it is not. But being able to fly IFR and being able to do an IAP (at the destination, or at a planned diversion) makes a world of difference to the typical PPL fly/no fly decisions.

Because of the IAP option, ending up overhead some cloud should not be a problem provided that the forecast cloudbase is not anywhere near the IAP minima.

Icing is perhaps the biggest b****r in the winter but generally one knows the icing level pretty well and so if you really want to eliminate the risk, it should not be hard to do.

Thanks to all who have replied, and to all who lurk as well. Perhaps we've all learned something, which is A Good Thing, and best of all, nobody got hurt.

As for the IMC. Yes, I'm starting it next month. My initial concern was that right now, as a pure VFR pilot, decisions are pretty straight forward, or as straight forward as I've described in this post. With an IMC rating the decision would still be there, but would be different or at least based on different criteria.

Competancy and currency were two words mentioned when I've talked about this to various flying instructors. What happens AFTER you get your IMC rating? Keeping my skills current will be the key I think.

Anyway, here's to becoming an old (if not bold) but safe aviator.

Best rgds
BEX

Yes, when you get the IMCR you will need to keep the instrument flying reasonably current.

This means sorting out access to a plane in which the essential bits work and work well. Even "trivia" like a DI which drifts 10 deg every 10 mins (pretty common) increases your workload drastically when in IMC.

Specifically you need a working radio, VOR, DME, ADF, OAT gauge, pitot heater and a load of other stuff. These instruments need to be actually checked to spec by an avionics outfit, not just tuned in to a local VOR and "if the bar moves as you turn the dial it is fine" which is what most schools do. Most of this kit is not needed for VFR (PPL) training, and if fitted it does not need to work well, or at all.

In reality just about everybody who flies IFR regularly uses a GPS as the primary nav device (by far the most reliable, most accurate and least prone to gross errors) while using the "old" kit as a constant check.

To really get the most out of the IMCR, you must be able to fly an ILS, procedural and radar vectored. This is the most important bit by far for both usefulness and (should everything turn to ****) for saving your life. So the plane needs to have that working too.

Unless you are lucky to have such planes available for hire at your field, this may mean getting into a syndicate which operates something reasonable. But you will not regret it, and will never look back.

I've met countless expired IMCR pilots and I don't think any of them had thought through this stuff before they did it.

could not agree with IO540 more.

I spent around 10k on quality IFR kit in my aircraft to be able to fly on IFR. Dual FM Immune Nav Comms, ILS, ADF, DME, Garmin 340A Audio/Intercomm etc. I use it for every flight so that I am always comfortable and upto speed with there operation and indications.

On flying into airports with ILS for example I will always fly the ILS if available even in VFR. I also frequently book approaches at my local Instrument airfield just for the practice. Getting the IMC is a great thing to do and keeping it current should be fun not onerous!

GPS is an excellent tool and I use mine in conjunction with the Radio aids. My Garmin has the usual Jepp Database that I update very month. I fly all of my XC's using the GPS tracking radio aids. When in IMC you are getting multiple devices giving you the same information it is very comforting!!!

Let me put the case for low hours IMC as well. I have held the rating for 4-5 years, but due to limited flying I don't use it all the time, like those above. However I am still very pleased I have it. As I am not as current as others, I would not plan to do a flight down to anywhere near the legal minimas, or say a long flight in IMC, but if the weather turns out worse than forecast with poor vis and/or I had to climb/descend through a layer I know I can.

I think its a re-assuring backup, worth going for even if you don't own your on a/c.

PS its even worthwhile just for crossing the channel, as on many sunny VMC days the horizon often merges into the sea as you coast out.