A thought or two. Firstly thanks for pointing out my error of understanding on VFR .v. IFR, that piece of wisdom had passed me by. But..
When an aircraft "changes" from IFR to VFR, their IFR flight plan is cancelled in toto and they would then need to refile if they susequently required to fly IFR at a later stage, and it also limits the maximum service available to the aircraft to RIS.
Firstly, if joining to land an IFR cancellation shouldn't present a problem, secondly RAS , etc. is available in VFR, that or I've been getting a service under false pretenses all these years.
It is an axiomatic part of flying training that the identification of the point at which the base turn is commenced is readily understood by the student pilot.
For an early hours student, certainly.
But, I certainly don't require this as a qualified pilot, and I would have thought (speaking as a non-instructor) that any student allowed solo in the circuit should be able to cope with any conditions he or she might encounter - including separation from higher priority traffic or being forced by circumstances into a non-standard circuit.
So - some 250 hour newly qualified instructor knows better than someone who may have been controlling since before they were born?
I'd have thought that the captain of an aircraft has to be treated as knowing better what they can or should do with the aeroplane - regardless of whether it's a 10,000 hour greybeard or a 15 hour student just gone solo. A controller may advise helpfully or in a controlled situation give permission, and I hope that they will - but they are
not responsible for the aircraft, the captain is and
they must decide what is appropriate. Even legitimate instructions from a controller can, and must, be refused by a pilot of any experience level if it's appropriate that they do so.
G