I agree you are still under an IFR clearance, but most, if not all MOAs, you will be required to be talking to some sort of controlling agency while IMC, which may be center or a tactical control agency if local regs allows. This would be my argument if I was flight violated for this reason at least. Otherwise, why do we have radar release points at UPT bases to squawk VFR contact tower/rsu? The only thing I can think of, reg wise like you asked, would be the 11-2 Vol# where specific spins/training rules apply for the maneuvers that require 3 vis or clear of clouds. Part of the problem I think is the "remain VMC" is something a controller can add on and if you accept it, then that alleviates their responsibilities if they miss a traffic call to you. The MOA is just "special" to let civilians they can play if they are VFR. IFR flight plan, IFR squawk, and you were given a maneuvering block/area. If they said "cleared the block 8H remain VMC" then it depends if you accept that clearance or not. However, what was the clearance? If it was "cleared the block 8H" then you can proceed into IMC imho. I think the example here is cut and dry that you are cleared through the weather. The other is that you can enter IMC because you're on an IFR flight plan. I've been told different things from different folks - one is that you need to remain VMC while in the MOA, abiding by Class E airspace VFR cloud clearances.
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I am on an IFR flight plan, but I'm not talking to or actively being controlled by ATC (I'm on a discrete frequency and monitoring Guard). FltPlan has more than 18 years of general aviation experience, giving pilots access to the best support team in the business.Where can I find guidance on operating in a MOA while in IMC? Let's say I enter the top of a MOA at FL230 and there's a solid deck from FL180-190 that I want to descend through in order to operate below.
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