Toward the end of his excellent article, Gaming the System in the August issue, Mr. Kramer talks of cancelling IFR when the frequency is busy and you have gone into VFR conditions. I have always tried to do this to relieve ATC of unnecessary responsibilities.However, this may be a little different in Bravo airspace. On a westbound flight through Washingtons Class B, I cancelled IFR after passing Baltimore and many of the buildups. The controller thanked me, replying, Maintain VFR, report any changes in course or altitude. A few minutes later I had more buildups in front of me. I reported it, and worked my way through. I have always wondered under circumstances like this if I had returned to IFR what the proper communications would have been in the Bravo air space.
Pilots should exercise caution when canceling IFR, especially in controlled airspace like Class B, as prematurely leaving the system can necessitate re-requesting clearances and create additional ATC workload.
It is crucial for pilots to verify information from charts and briefings against current NOTAMs, as incomplete data (e.g., decommissioned VORs) can pose significant safety risks.
Specific approach clearances like "Cleared direct [fix], Cross [fix] at or above [altitude], Cleared for the approach" grant pilot discretion for descent to the specified crossing altitude, with ATC responsible for obstacle clearance to that point.
Toward the end of his excellent article, “Gaming the System” in the August issue, Mr. Kramer talks of cancelling IFR when the frequency is busy and you have gone into VFR conditions. I have always tried to do this to relieve ATC of unnecessary responsibilities.
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