I'm trying to think about how to answer the interview question at my HAA interview that I know will come up. How did I get my IFR time. 

I did it the way the other guys did it. Help me church it up?

Everyone knows...we just cloud dip for a while in the easy stuff. Stratus clouds. Hell. 

The confidence that comes with actually having the real experience becomes glaringly apparent in training and on an evaluation. About 50% of the pilots I've flown with in my 35 years in the EMS aren't worth a damn in the clouds. The real question is are you going to be one of those guys that plows a 109 into the ground on a missed approach?

Casey Marland taught me a great lesson one night on a checkride in a 109 while in actual as a newly minted SPIFR helicopter guy. 

I had a good amount of IMC time in airplance but in the helicopter I failed to engage the ILS and it was still in ALT hold while I began lowering the collective in an attempt to capture the GS.  As the airspeed bled off, the 109 started to "wobble" as the AP was struggling to hold altitude and was seconds from from rolling with airspeed going under 55kts rapidly.  I realized what I had done about the same time that Casey was reaching for the controls and thankfully recovered the aircraft.

He let me take that aircraft to the edge and that lesson stuck with me every time a flew in IFR. For that I am thankful!   

Point being, poking in and out of a cloud in a Robinson is going to bite you in the real stuff.   

you're not hand flying it and why are pilots taking check rides if they are not trained to proficiency. it should be apparent they are not proficient. that the whole f**king point. if you are talking about the north memorial accidents, one didn't even do a missed and the other over rode the auto pilot. if you're flying with all these sucky pilots, who is training them and allowing them to pass check rides. 

when you're on an instrument clearance, there ain't nothing in the cloud bro

https://www.century-of-flight.net/controlled-flight-into-terrain-cfit/

3. Procedural errors during IFR flight operations

Misreading minimum descent altitudes or beginning an approach descent without confirmed glide slope interception.

Meteorological conditions can contribute to a CFIT accident, e.g., a high-density altitude (and altimeter not properly set).

https://www.faa.gov/sites/faa.gov/files/2022-01/Controlled%20Flight%20into%20Terrain.pdf

Flying single-pilot IFR ....

 answer however you'd like. Everyone knows the meddies are not going to agree to fly in anything close to actual IFR.

the med crew will go but you have to get through training and the ride first. good luck

IFR time flying a vfr aircraft in low visibility, or dipping into the clouds for a few seconds, isn't instrumeny time. Anybody interviewing a pilot about instrument time will want to talk about the equipment you flew, your training, and the typical IFR mission profile you flew. The interviewer will see through the BS in about 1 minute.

go after something you're not sufficiently experienced to undertake.  If others have penciled in their IMC/IFR time that's their problem, don't make it yours.  Falsifying what winds up to be a Federal document can lead to places you definitely don't want to go.  "Just sayin'......" as the popular phrase goes.

BRO. Relax. Its for VFR minimum requirements. Chll Fed. 

that requires 50 hours instrument 

Flying your mother into my coop

so relaxed my AME said I was the most laid back pilot he sees.  That said just trying to give a glimpse of where things can wind up.  Not a Fed, just a JD who never followed through.  Like flying too much.

these days is closely resembling horse sch i tt.....

I'm done with trying to handle all the juvenile stuff.