Narrative:

We were on the ground at ZZZ and we received our clearance to ZZZ1. We finished the checklist and started an engine. After the first engine was started ATC called us on the radio and advised us of a new 20+ minute ATC delay due to inbound IFR traffic. Our clearance was amended to a 'hold for release' clearance. Approximately 10 minutes later ATC calls and releases us; earlier than previously we were told to expect to be released; because the inbound beech 1900 had canceled IFR; clearing the airspace. The beech 1900 was reported 15 miles to the west and had been flight planned for ZZZ. At this point I took the runway planning to back-taxi to runway 27 for departure (after coordinating; and locating their position; with the inbound beech 1900 airliner who had just cancelled their IFR clearance). There is no parallel taxiway at ZZZ. Normal operations is to back taxi on the runway. I was planning a runway 27 departure as that runway was more into the wind and it was pointing in the same direction I wanted to go. My departing to the west; the inbound beech airliner having reported (to ATC) located 15 west of the airport headed to the same airport would likely put us on a collision course. Although the airspace was mine; I wanted to locate this traffic as I was not sure which direction they were going to land; before I took off. The airspace was mine to utilize. However there is only one usable runway at this airport; the weather was VFR; however deteriorating both towards the west and the east. Visibility was compromised by rain showers. Without locating this turboprop aircraft relative to my position I was not going to takeoff into a situation I feared could result in a collision. There was no evidence of the beech airliner on TCAS. The airliner was not talking on the CTAF frequency. I tried using both radios multiple times with no success although ZZZ2 radio could hear me transmit and a piper cub airborne to the east could also hear me clearly. As the minutes continued to pass I became concerned for their safety. It had been more than 15 minutes and there was no sign of this inbound beech 1900. Where was this traffic now; and which runway were they planning on using? The inbound airliner did not reply to any of my transmissions. I called operations looking for information. The state [employees] present on the ramp were able to verify that the beech airliner was not on the ramp to ZZZ. I called ZZZ2 radio looking for an update on the airliner's position. Juneau radio did not know where they were. ZZZ2 radio called center. Center could no longer see them on radar. Eventually center contacted the beech airliner's company dispatcher and then learned that the beech airliner after cancelling their IFR clearance (they had been on approach to ZZZ) they proceeded VFR to an entirely different remote airport (they never actually intended to land at ZZZ). Having verified the beechcraft 1900 airliner was not a collision hazard we departed. The whole episode took 30+ minutes. I recommend that a representative of (airline) place a friendly call to (airline) dispatch requesting that when their flights canceled their IFR clearances and intend to proceed to an entirely different airport than ATC expects and is listed as the flight's intended destination that they let ATC know of their intentions. In this case I was told there was inbound traffic to the airport I was at; because that is what ATC was informed of by the flight plan.

Related reports:

Google
 

Original NASA ASRS Text

Title: Flight Crew flying 737-700 aircraft delays departure due to reported inbound Beech 1900 aircraft.

Narrative: We were on the ground at ZZZ and we received our clearance to ZZZ1. We finished the checklist and started an engine. After the first engine was started ATC called us on the radio and advised us of a new 20+ minute ATC delay due to inbound IFR traffic. Our clearance was amended to a 'HOLD FOR RELEASE' clearance. Approximately 10 minutes later ATC calls and releases us; earlier than previously we were told to expect to be released; because the inbound Beech 1900 had canceled IFR; clearing the airspace. The Beech 1900 was reported 15 miles to the west and had been flight planned for ZZZ. At this point I took the runway planning to back-taxi to Runway 27 for departure (after coordinating; and locating their position; with the inbound Beech 1900 airliner who had just cancelled their IFR clearance). There is no parallel taxiway at ZZZ. Normal operations is to back taxi on the runway. I was planning a Runway 27 departure as that runway was more into the wind and it was pointing in the same direction I wanted to go. My departing to the west; the inbound Beech Airliner having reported (to ATC) located 15 West of the airport headed to the same airport would likely put us on a collision course. Although the airspace was mine; I wanted to locate this traffic as I was not sure which direction they were going to land; before I took off. The airspace was mine to utilize. However there is only one usable runway at this airport; the weather was VFR; however deteriorating both towards the west and the east. Visibility was compromised by rain showers. Without locating this turboprop aircraft relative to my position I was not going to takeoff into a situation I feared could result in a collision. There was no evidence of the Beech Airliner on TCAS. The airliner was not talking on the CTAF frequency. I tried using both radios multiple times with no success although ZZZ2 Radio could hear me transmit and a Piper Cub airborne to the east could also hear me clearly. As the minutes continued to pass I became concerned for their safety. It had been more than 15 minutes and there was no sign of this inbound Beech 1900. Where was this traffic now; and which runway were they planning on using? The inbound airliner did not reply to any of my transmissions. I called Operations looking for information. The State [employees] present on the ramp were able to verify that the Beech Airliner was not on the ramp to ZZZ. I called ZZZ2 Radio looking for an update on the Airliner's position. Juneau radio did not know where they were. ZZZ2 Radio called Center. Center could no longer see them on radar. Eventually Center contacted the Beech Airliner's company dispatcher and then learned that the Beech Airliner after cancelling their IFR clearance (they had been on approach to ZZZ) they proceeded VFR to an entirely different remote airport (they never actually intended to land at ZZZ). Having verified the Beechcraft 1900 Airliner was not a collision hazard we departed. The whole episode took 30+ minutes. I recommend that a representative of (airline) place a friendly call to (airline) Dispatch requesting that when their flights canceled their IFR clearances and intend to proceed to an entirely different airport than ATC expects and is listed as the flight's intended destination that they let ATC know of their intentions. In this case I was told there was inbound traffic to the airport I was at; because that is what ATC was informed of by the flight plan.

Data retrieved from NASA's ASRS site and automatically converted to unabbreviated mixed upper/lowercase text. This report is for informational purposes with no guarantee of accuracy. See NASA's ASRS site for official report.