Uh, I believe most 121 operators will not cancel IFR just to allow someone else to T/O or to commence an approach. Perhaps I'm a minority but its not worth it.
This is a very common scenario. You are going into a field late at night. The tower is closed. It's much easier on everyone to just cancel IFR 10-15 miles out, right? So we do that and switch over to advisory. On landing we hit a deer (coyote, cow, wildebeast, whatever), veer off the runway and bend a lot of metal. Who is going to iniatiate search and rescue. Sure not ATC. They are done with us.
Same scenario, but this time we see the obstacle and go around. Now you're going back into controled airspace, trying to find a frequency, perhaps the weather is marginal, you're calling ATC, they're confused, you're staying low to remain VMC in unfamilier terrain at night. No, it's just not worth it to me.
There is a reason why an airlines ops specs are very restrictive about when you can cancel or depart VFR to get a clearance. Plus we all get paid by the flight time, right?
This is a very common scenario. You are going into a field late at night. The tower is closed. It's much easier on everyone to just cancel IFR 10-15 miles out, right? So we do that and switch over to advisory. On landing we hit a deer (coyote, cow, wildebeast, whatever), veer off the runway and bend a lot of metal. Who is going to iniatiate search and rescue. Sure not ATC. They are done with us.
Same scenario, but this time we see the obstacle and go around. Now you're going back into controled airspace, trying to find a frequency, perhaps the weather is marginal, you're calling ATC, they're confused, you're staying low to remain VMC in unfamilier terrain at night. No, it's just not worth it to me.
There is a reason why an airlines ops specs are very restrictive about when you can cancel or depart VFR to get a clearance. Plus we all get paid by the flight time, right?
