As I understand, she’s planning to get her CPL and IR first, although there’s not much alternative to having an IR as most choices of route will have sections where you won’t get a VFR cleasrance.

If you take Polly Vacher as an example. She learnt to fly fairly late in life albeit much under the tutelage of the legendary late Peter Thorn and subsequently set out on 3 round the world trips in her Piper Dakota. It involves a bit of risk, a lot of money and determination, but most of the flying is hours of straight and level with not much to do.

Good luck to her!

I’d echo the comments about contacting the medical section or an AME.

They are usually very helpful and keen to get someone flying wherever possible.

There are actually a few options:

The full PPL has defined medical requirements that you can read here.
Have a look at the section on Haemotology for the Class 2. A lot may depend on your history and the underlying medical condition.

The NPPL has a requirement based on the DVLA Group 2 professional driver standard and you can use a medical declaration from your GP.
If you don’t reach that standard, you can get a Group 1 declaration that is the same as saying you are fit to drive a car and will be subject to the safety pilot or solo limitation.
The NPPL is only valid in UK airspace at present.

Craig Catto makes some of the best wooden/composite props for the homebuilt market.
He is very knowledgeable and has a great reputation for customer service, but you may have to wait in line a while for delivery.

In the certificated world, I’d probably suggest MT in Germany.

Can we call an end to this debate?

We fly with at least three sets of limitations: those of the law, those of the aircraft and its equipment and, most importantly, those of the pilot’s skills and experience.

You can go inadvertently into instrument conditions, especially at night. That’s why there is an element of instrument training in the PPL syllabus (although it emphasises the 180 turn which isn’t always the best way of regaining VMC).

But more accidents are caused by people deliberately continuing into instrument conditions without the appropriate skills and/or equipment.

We never get to know all the details of accidents like this and have to rely on the skills of the investigator to determine probable cause and make any recommendations as a consequence.

Fly safely and always keep a bolt-hole or two in reserve.

I agree! you cannot be VFR on top. (You can be VMC on top but that is actually IFR.)

There seems to be quite a bit of misinformation here.

You most definitely can fly VFR above a solid layer. The rules only specify vertical and lateral distance from cloud and flight visibility.

Below 3000′ there are reduced separation options that specify clear of cloud and in sight of the surface.

I most certainly don’t fly ‘head down’ when above a solid layer and in clear visibility, just keep a normal lookout and instrument scan as I would when flying below cloud. You can get fooled by a sloping ‘cloud horizon’, but it’s relatively unusual.

Having a good plan for getting down at destination or in an emergency is a good idea, but that’s a different question.

Capitalising your (non-proper) nouns has revealed you as a potential German and hence ineligible for level 6 English.

I’ve done it both ways depending on circumstances. If cold, I’ll always give it an hour or so to fully drain while I get on with other stuff. Multigrades seem to flow out quite well hot or cold.

Assuming that the plugs are also coming out for cleaning and gapping, then pulling the prop through a few times will get a bit more of the residual oil out too.

If you do regular compression checks at oil change time, it seems sensible to do it with consistent engine temperature either cold or warm.

The medical standards for PPL etc haven’t changed markedly as they are broadly in line with ICAO standards and recommendations.
If you passed the lamp test, you should still be able to do so and hence have no day, radio equipped restriction.
I believe an IMC and even an IR can be issued to colour-blind applicants, but limited to day only.

If you can’t pass any of the colour vision tests, then you will be restricted to day only.