Do you have to fly on airways IFR?

There's no general requirement for an IFR aircraft to use airways at all, regardless of if you're using a computer to generate the route or not. They only exist to make planning easier. Of course, if clearance delivery amends your flight plan with an airway, you're required to use it.



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In theory, a pilot can operate in sub-VMC conditions under IFR without an ATC clearance in Class G airspace. However, to enter or operate in controlled airspace under IFR, an ATC clearance is required.

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In the United States, to file and fly under IFR, a pilot must be instrument-rated and, within the preceding six months, have flown six instrument approaches, as well as holding procedures and course interception and tracking with navaids.

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You haven't flown through IMC without a clearance, have you? Technically, you can fly in IMC without a clearance in Class G airspace, because it's not controlled. Controlled airspace simply means you need a clearance to fly in the clouds. Class G airspace is uncontrolled, so it's not illegal to fly in the clouds.

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Ground-based navigation equipment is not required for en route IFR RNAV operations when using GPS WAAS navigation systems. To use GPS for IFRapproaches, you must use GPS avionics that are properly approved and installed, and all approach procedures to be flown must be retrievable from the airborne navigation database.

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It will likely cost around $7,500-$10,000 to get your instrument rating.

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Why Do Pilots Prefer IFR Over VFR? IFR provides pilots with greater flexibility when it comes to controlled airspace, weather conditions, and career opportunities.

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A pilot holding a Private Pilot License (PPL) must fly in VFR conditions. IFR stands for “Instrument Flight Rules” and allows a pilot who is Instrument Rated (IR) to operate an aircraft by relying almost solely on instruments. Once a pilot holds a PPL, the next step is to be Instrument Rated (IR).

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IFR flying is astronomically more challenging than VFR flying, but those pilots who achieve this distinction are invariably more equipped to fly IFR and VFR. Aviating under IFR, a pilot is authorized to fly into clouds in what is called zero visibility. All of the VFR-pilot privileges also apply.

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If there is any question of weather, you can (and should) retain your IFR clearance until on the ground and then cancel. However, there may be good reasons to cancel depending upon circumstances. For example somebody may be following you and cannot be cleared for the approach until you cancel your IFR clearance.

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Part of the reason instrument flying is such a thrill is that it's hard, a fact that is simultaneously underrated and overrated by pilots. Underrated because really flying IFR (not just earning the rating) is probably the most challenging activity you can do these days, unless you're a heart surgeon or a Navy SEAL.

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Airline pilots spend their entire careers operating under IFR. They don't worry about minimum visibility requirements or how close they are to clouds. With few exceptions, they never think about asking permission to enter the airspace. Once they've planned and been cleared for a route, it's pretty cut and dry.

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Most Part 135 operations must have a working autopilot for IFR flight, or else carry a two-pilot crew.

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If a usable precision approach is available: 600' ceilings AND 2 SM of visibility. If only a non-precision approach is useable: 800' AND 2 SM of visibility. If no instrument approaches are available: Descent from the MEA and landing must be conducted under basic VFR.

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