I think all that is overcomplicating things.
For me there are 2 factors. Number 1 do I feel that I can make this flight safely.
More simpler, at the end of the day there is an altitude from which you have to switch IFR/VFR or VFR/IFR? 1ft agl or FL195 level?
- I don’t buy uncontrolled IFR all the way from apron argument (some pilots says laws allow it but I have not witnessed this, even I was hanging with one of these pilots who thinks it’s legal on a day with 600m RVR and he was waiting for it to improve as we were departing an ILS runway, personal legal assessments and risk assessments tend to vary )
- I don’t buy uncontrolled IFR stops when radar, radio, flight plan stops (some pilots says these are mandatory for IFR, then VMC just magically obeys at Z/Y transitions )
- I can easily buy 1000ft & 500ft heights
I doubt EASA/NAA will ever set a height & limits for NCO pilots, they are easily trusted to make their own cuts
This also the case for weather briefings and runway lengths, it’s own judgement !
Status quo also means for now EASA and NAA don’t have to deal with the consequences of having extra traffic into many VFR airfields, however, with BIR introduction and IAP without ATS, one should expect to see more TAS/TCAS requirements, ATS presence and more pilot training to fly IFR to VFR airfields, which sounds very reasonable…
gallois wrote:
and I can not find reference to this in the French AIP so another grey area.
They removed 1.5km vis & 500ft ceiling from French law & AIP for uncontrolled takeoffs , it’s left grey area on purpose…
It has changed from “1.5km vis & 500ft ceiling en VMC” and now “evolution VMC a vue”