IFR Cancellation Question

A Lieberma wrote:

Plenty of busy UNcontrolled and D class airports underlay the shelfs of B
and C....


Can you name some of them?



From my point of view, if you have not sighted the airport from a few
miles out (my definition of a few is 2 to 3 miles), either you are in
conditions that you shouldn't be in (below VFR) or you are situationally
lost. As you know, in a typical C172 speed, that is only 1 to 1 1/2
minutes to the airport, far too short to be properly entering a pattern
(especially if the airport has non standard patterns, such as right
turns).


Sounds like your point of view is based on rather limited experience,
but let's get back on point. If you're two or three miles from the
airport should you be on flight following or should you be on CTAF or
tower frequency?



Now, we are getting somewhere, and yes, I do agree with you.


Finally.



Unfortunately, when KJAN is busy, releasing me 10 miles out from KMBO in
Charlie airpsace when traffic is using 16L is not exactly a good idea. I
have been held on frequency by approach up to 5 miles to the airport when
approaching KMBO from the east or north east. Coming from the south, you
won't be released by approach until you are passed the final approach
courses for 16R and 16L.


If you're in Charlie airspace you're not on flight following, you're
receiving Class C services. Even so, controllers are required to
terminate Class C services to aircraft landing at secondary airports at
a point that will allow them to obtain airport and traffic information.


http://www.faa.gov/airports_airtraff...708.html#7-8-8



Personally, knowing where my own airport is, I don't have any problems
being released early, but when I go to airports I am not familiar with,
then I'd rather have the controller hold on to me until I get a visual.
Airport advisories such as xxxx 8 miles 12 o'clock are always appreciated
even though I already may have this info on my GPS.


Is that because you lack confidence in your GPS?



So, while you may not see the reason for a controller to ask a VFR
traffic to report airport in sight, doesn't mean it's a useless request.


No, but if there was a reason for a controller to ask a VFR aircraft on
flight following to report the field in sight I would see it. It's a
useless request because it has no useful purpose.



Plus, it may be a confort factor to the controller knowing the pilot does
have the airport in sight before turning him over to CTAF (or tower).


How might that affect the controller's comfort?