Supplementary IFR Limitations
This is an interesting thread. I concur with the sentiment that establishing personal limits is a critical part of the decision-making apparatus. When I ask a pilot about his crosswind limits in a particular airplane, I always feel more confident when he states a specific number than an ambiguous answer that includes "it depends". Judgement can be malleable. Limits aren't.
I'm in the process of obtaining Canadian approval for IFR in my RV-6. I propose to write the following in my Flight Manual [the rationale is in brackets]:
1. No dispatch with an unserviceable autopilot [I can hand-fly. I have to prove it during every check ride. Still, let's not plan on it.];
2. Takeoffs with below 500 foot ceilings must have a takeoff alternate within 20 minutes [If a contingency arises on takeoff, a 500 foot ceiling is sufficient for a modified circuit and landing. Otherwise, if something bad happens immediately after takeoff, even an approach at the departure airport would require about 20 minutes, so any "landable" airport in the vicinity is sufficient. Even so, no, I don't intend on zero-zero departures!];
3. No flight within 2000 feet of the forecast freezing level or below 2 degrees C in visible moisture [Ice is bad. Very bad.];
4. No night IFR operations [To provide at least some engine failure options];
5. Enroute weather shall not be less than 500 feet and 1 mile [Again, in the interest of preserving engine failure options].
VAF contributor 2016