Intetesting topic! I got into IMC inadvertently while training for the PPL. ATC warned of mist rolling in and potentially affecting the end of the active runway. The Instructor said ’we’ll be ok’ so I started the take off run but was IMC at about 200ft and stayed in IMC until downwind @ 1000ft.
A quick circuit and we were safely back on the ground before the mist rolled up the runway.’ So, a ‘simple’ climb out on instruments but enough to teach me that ‘simple’ it wasn’t!!! I’ll do the IMC before that happens again!
Otherwise, thebnecessary PPL instrument training was with a hood! But if the instructor is IR and it is legal then it would be good experience – the hood is a compromise!
Airborne_Again wrote:
It was being in IMC without a predetermined route, operational flight plan, clearance, IAP at the destination etc.etc. Simply that IFR flying is normally such a meticulously organised and pre-planned activity that I felt kind of lost doing it impromptu.
When you have prepared for a VFR flight
Peter wrote:
cancelling IFR pointlessly early …
Which is really totally useless because one gets the best direct-to routes when flying IFR. I just come back from a flight from Torino. The first Swiss radar controller cleared us direct to a waypoint 12 miles final of our homebase – while still on the southern side of the Alps. Impossible to beat flying VFR…
I never do adhoc IFR except in my local area in the south-east UK, where there is nothing to hit and maybe I do an ILS and a go-around at Lydd EGMD (£20). All actual trips are fully planned and done fully “Eurocontrol IFR”, 99% VMC on top.
I think the adhoc IFR CFITs done by IR holders mostly involved oddball factors like (in general terms)
Airborne_Again wrote:
It was being in IMC without a predetermined route, operational flight plan, clearance, IAP at the destination etc.etc. Simply that IFR flying is normally such a meticulously organised and pre-planned activity that I felt kind of lost doing it impromptu.
This is an excellent point. For instrument rated pilots ad hoc IFR has historically been the cause of a lot of CFIT. You take away the protection that you get when either carefully planning IFR OCTA or being in the airway/controlled airspace system where ATC can take some terrain responsibility off you.
Peter wrote:
That sort of thing needs to be done frequently – every week or two. In IMC you are only as current as your last flight
It was not being in IMC itself that made me uneasy. I am experienced enough to be past that. 
It was being in IMC without a predetermined route, operational flight plan, clearance, IAP at the destination etc.etc. Simply that IFR flying is normally such a meticulously organised and pre-planned activity that I felt kind of lost doing it impromptu.
Hmmm we had a thread on the modular ATPL recently? The CBIR requires the TK exams (distance learning plus books at £2k?) plus 50 hours cross country and a PPL, and ideally a night rating. Then it is 30 hours in the SIM and 15 hours in an IFR Warrior or 172, or combination thereof – plus approach fees and the CAA exam fee – even with some contingency you should get change from £15k, not counting the post PPL x-country requirement.
Yes; I think there is however a difference between the absolute cheapest possible way to get a CPL/IR (which is what that thread was about) regardless of whether the pilot knows anything or is any good or most particularly even has the remotest interest in flying privately (most ATPL pipeline candidates have zero interest in GA), and the following:
To get a PPL/IR, via a route which is relatively convenient for the age bracket likely to be doing it (i.e. not living out of some crappy hotel for months) and learn the stuff needed to fly in the European VFR and IFR system, will take a bit longer. Especially if you buy a plane and do some or most of the IR portion in it, which is the best way for competence, currency on type, aircraft systems knowledge, etc.
Peter wrote:
It’s always amusing to see an intelligent, educated and scientifically minded person get into the PPL business, and see which bits they would like to changeI won’t claim to be any of the above but I used to do exactly the same, asking questions which used to drive instructors mad.
Hehe, I think we are somewhat alike as far as that is concerned, Peter 
We have the PPL/IR with the 30k price tag
Hmmm we had a thread on the modular ATPL recently? The CBIR requires the TK exams (distance learning plus books at £2k?) plus 50 hours cross country and a PPL, and ideally a night rating. Then it is 30 hours in the SIM and 15 hours in an IFR Warrior or 172, or combination thereof – plus approach fees and the CAA exam fee – even with some contingency you should get change from £15k, not counting the post PPL x-country requirement.
In Northern Europe is it logical to invest in an SEP IR in a Warrior? this is where the UK IMCR makes more sense – getting the Warrior to an airway might take half the lesson – and in nearly half the year you would not be able to launch in actual IMC on airways due to the lack of de/anti icing equipment. But people do get their IR in a Warrior, sometimes for the challenge, sometimes to keep the validity of their ATPL exams.
I have used my IR in a 172 which required a slow climb to FL100 for a night flight from Southend to Coventry – not exactly practical, but I preferred to be in the system than flying Class G through the usual bottlenecks near London in IMC.
dublinpilot wrote:
But if you want to go from A to B on Saturday morning and back Sunday, where B is a few hours from A, then your chances drop considerable.
As stated above, even when only considering my A-B-A type of flights, I had rather few cancellations in four years of doing that.
dublinpilot wrote:
Especially so if you or any of your passengers wants to be 99% sure of getting back on Sunday.
I think that’s the key… but you also don’t get 99% with IFR. Take a car or a train…
