The problem is that there wasn’t a 900 ft ceiling. Over Reid Hillview and vicinity, the ceiling and visibility were VFR in actuality. An hour prior to my flight, yes, the ceiling was 900 ft, but just because the ATIS wasn’t updated, NORCAL wouldn’t let me cancel. People were arriving and departing VFR to and from Reid Hillview at the same time I was being told I couldn’t cancel.
My point, is that if I’m in VFR conditions, no matter where I am planning to land, shouldn’t I be allowed to cancel? Isn’t this the pilot’s decision? And once cancelled (I was in class E airspace) wouldn’t it be between me and RHV tower to negotiate a landing clearance?
A thought experiment: Let’s say that San Martin (E16) was clear (I don’t know if it was, but it seems likely given conditions I was in). If someone had taken off from San Martin going to Reid Hillview. They would have been in VFR all the way. They would have called up Reid Hillview and been cleared to land even though the ATIS was reporting 900 ft, because the tower operators could clearly see that it was VFR. No need to talk to NORCal at all. Meanwhile, I was being vectored all the way around just because of an old ATIS.
A similar situation weather-wise happened in July, again when going to a Young Eagles event at Reid Hillview. IFR conditions at San Jose requiring an IFR departure, reported IFR in the Reid Hillview ATIS but VFR in actuality. Once over Reid Hillview, I let Norcal know I had the field in sight and was cancelling. No problem, “IFR cancellation received, contact Reid Hillview tower on 119.8”. That was one reason why it was a surprise that I couldn’t cancel this last time in August. Seems to depend on the whim of the controller.
I still need to give NORCal a call about this.
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I really wish you would call them. I wouldn't so much call it "the whim of the controller," more like ignorance. I do not mean ignorance negatively as in he's stupid, just unaware of the rules of his job. "Shouldn't I be allowed to cancel" is what I think is called a non sequitur. There is no such thing as being 'allowed' to cancel. I'm not criticizing how you said what you said, just trying to illustrate the point. You were put in bad situation by the controller. Even though his response to you was wrong, you were caught in a FAR 91.123 (b) situation. If they give you a run around trying to justify the controllers action I'd file an ASRS NASA report. It would not be about a get out of jail free card, you have nothing to defend yourself for. Identifying problems like this is one of the reasons the ASRS exists. Immunity is just a way to encourage participation
EDIT: After looking at 91.123 to get which paragraph, (b) it was, I read the whole thing. (a) is very pertinent here:
Compliance with ATC clearances and instructions.
(a) When an ATC clearance has been obtained, no pilot in command may deviate from that clearance unless an amended clearance is obtained, an emergency exists, or the deviation is in response to a traffic alert and collision avoidance system resolution advisory.
However, except in Class A airspace, a pilot may cancel an IFR flight plan if the operation is being conducted in VFR weather conditions. When a pilot is uncertain of an ATC clearance, that pilot shall immediately request clarification from ATC.
(b) Except in an emergency, no person may operate an aircraft contrary to an ATC instruction in an area in which air traffic control is exercised.
(c) Each pilot in command who, in an emergency, or in response to a traffic alert and collision avoidance system resolution advisory, deviates from an ATC clearance or instruction shall notify ATC of that deviation as soon as possible.
(d) Each pilot in command who (though not deviating from a rule of this subpart) is given priority by ATC in an emergency, shall submit a detailed report of that emergency within 48 hours to the manager of that ATC facility, if requested by ATC.
(e) Unless otherwise authorized by ATC, no person operating an aircraft may operate that aircraft according to any clearance or instruction that has been issued to the pilot of another aircraft for radar air traffic control purposes.
