Al wrote:

Thanks for your comments, let me amend the original post.

The conditions that brought this up we

1500' ovc, 5 miles, wind 160 @ 15 gusting to 20 Rainshowers & Terrain all
quadrants.

The aircraft was a 90 series King Air on a GPS-B approach

Seattle Center on the #1 comm, and lost comm due to terrain below 3000msl.

Unicom on the #2 comm, and listening to VFR traffic from 4 airports while
above 2500', and 2 airports(Roseburg & Felt) when below 2500msl.

To cancel IFR, it is either by phone on the ground, or by RCO to FSS.
Obviously no radar.

The King air broke out about 2 south of the airport, with a touch and go
C-172(with a bad radio), & an RV6 in left traffic for 16.

The King air driver said he was unable to cancel, and felt obligated to
comply with the published procedure.
He also said that due to rainshowers, he was unable to keep the traffic in
sight.

Class "E" airspace starts at 700' AGL over the airport & conditions were
VFR.

If the pilot cannot talk with ATC at an uncontrolled airport, and the
weather is VFR, even with the conditions you cited the pilot would be
well advised to enter the normal traffic pattern if it was safe to do
so. ATC couldn't care less. All they are looking for at this point is
a cancellation (when able) or report of a missed approach.

I note also that the chart shows a FSS frequency. The pilot could
cancel on that frequency and they have to accept the cancellation. Of
course, he has to inform them where he is and that is is IFR.

At a lot of locations like this the center tells the aircraft to report
on the ground or missing the approach to FSS. Apparently, the center
either doesn't have that procedure in place at this airport or the
controller felt it wasn't necessary. That, however, doesn't relieve the
pilot of the responsibility to establish relay communications through
the FSS when it is apparent that he can no longer communicate with the
center.