Flight Following

[ycoidi@g_l.com]

Can someone explain to a new pilot (who's never used it!) what flight
following is all about and how to actually get it? Thanks!

[Matt Whiting]

wrote:

> Can someone explain to a new pilot (who's never used it!) what flight
> following is all about and how to actually get it? Thanks!
>

It basically means that you call an ATC facility and ask for flight
following. Many places offer it "automatically" these days. I flew
from ELM to JHW for lunch this past weekend and Elmira departure "handed
me off" to Cleveland Center without me even asking. I called them up
and checked in as I would on an IFR flight. The word flight following
was never even mentioned.

I tend to fly IFR almost all of the time, but decided not to Saturday
since I wasn't flying near any SUA.

I'll let one of the ATC types here give you the details from the ATC end
as I don't know what all it means from that perspective.


Matt

[Paul Tomblin]

In a previous article, " > said:
>Can someone explain to a new pilot (who's never used it!) what flight
>following is all about and how to actually get it? Thanks!

It means that sort-of like an IFR flight, ATC will provide traffic
advisories on a work-load permitting basis (which means that they may
point out some traffic but then not point out the one that's actually
heading straight for you because they got busy with some IFR traffic), and
they may hand you off to another facility as you leave their airspace, or
they may just say "frequency change approved, squawk VFR", again depending
on workload (and apparently, how much they hate the guys in the next
facility).

For a VFR-only pilot, it means you have another pair of eyes looking out
for you (or half a pair of eyes, sometimes), and it gives you an
experience with the system that will help when you get your instrument
rating. It does not mean you can fly head down in the cockpit or relax
your scan for conflicting traffic.

--
Paul Tomblin > http://xcski.com/blogs/pt/
"using Outlook to read e-mail is like licking public toilets; using Outlook
with a virus checker is like taking antibiotics and then licking public
toilets (it might work, but it's hardly optimal" -- David Megginson

[Gary Drescher]

" > wrote in message
oups.com...
> Can someone explain to a new pilot (who's never used it!) what flight
> following is all about and how to actually get it? Thanks!

Flight following is a colloquial term for VFR radar traffic advisories (see
the AIM's Pilot/Controller Glossary). The concept is discussed in the AIM
section 4.1 (Services Available to Pilots), and the phraseology for
requesting it is discussed in section 4.2 (Radio Communications Phraseology
and Techniques). You can find the AIM online at
http://www.faa.gov/atpubs/AIM/index.htm.

--Gary

[Arnold Sten]

Paul Tomblin wrote:
> In a previous article, " > said:
>
>>Can someone explain to a new pilot (who's never used it!) what flight
>>following is all about and how to actually get it? Thanks!
>
>
> It means that sort-of like an IFR flight, ATC will provide traffic
> advisories on a work-load permitting basis (which means that they may
> point out some traffic but then not point out the one that's actually
> heading straight for you because they got busy with some IFR traffic), and
> they may hand you off to another facility as you leave their airspace, or
> they may just say "frequency change approved, squawk VFR", again depending
> on workload (and apparently, how much they hate the guys in the next
> facility).
>
> For a VFR-only pilot, it means you have another pair of eyes looking out
> for you (or half a pair of eyes, sometimes), and it gives you an
> experience with the system that will help when you get your instrument
> rating. It does not mean you can fly head down in the cockpit or relax
> your scan for conflicting traffic.
>
In addition to the above, using Flight Following means that you are in
direct contact with ATC should you develop some sort of in-flight
emergency. You can therefore communicate that difficulty immediately
without having to search for the available and appropriate controlling
agency.
A follow-up question, however: How do request flight following when you
are not actually doing a cross-country? Let's say that my flight
intentions are to fly 50 NM away from my home base in order do
sight-seeing and photo shooting, turn around (not land), and go back
home. Do I simply tell ATC of those intentions of doing nothing more
than a round robin flight? Whenever I have ask for FF, the controller
always asks for a destination. What are you supposed to say?

Arnold Sten

[Steve Foley]

If you ever departed a class B or class C airport VFR, you had flight
following.

I start like this:

Me: Bradley Approach - N6480R request.

Bradley: N6480R - go ahead.

Me: Bradley Approacy - Cherokee 6480R is 5 miles south of Spencer, VFR to
Atlantic City at two thousand, climbing to four thousand five hundred.

Bradley: N6480R - squawk 5236 and ident.

Me: 5236

wait - wait - wait

Bradley: N6480R radar contact 6 miles south of Spencer, altimeter 2996.

Me: 2996

I now have flight following. Now the tough part is listening for when they
call you. You have to be paying attention for your call-sign. At some point
they will instruct you to contact someone else on another frequency, or will
terminate flight following.

I've never been denied flight following, but have been terminated when
moving from one center to another. From what I've been told, the controller
would rather have me on frequency than not.




" > wrote in message
oups.com...
> Can someone explain to a new pilot (who's never used it!) what flight
> following is all about and how to actually get it? Thanks!
>

[Greg Farris]

In article >,
says...

Besides traffic advisories, it also means you are in two-way communication
with a facility at all times. Some pilots find this a hassle. It's up to you.
Personally, I prefer to have someone at the other end of my PTT button as
much as possible, and the advisories are useful and reassuring - though I
agree with the caveat mentioned above - the callouts cannot be taken to
replace your own scan for separation. They're not required to give you
VFR flight following - you're supposed to ask "if available". Then, as
mentioned, it's "as workload permits".

G Faris

[Gary Drescher]

"Greg Farris" > wrote in message
...
> Besides traffic advisories, it also means you are in two-way communication
> with a facility at all times. Some pilots find this a hassle. It's up to
> you.

Good point. In some ways, that can actually *reduce* the communication
hassle. If you're headed for Class C or D airspace while getting flight
following, you're already in two-way communication with ATC, so you already
have permission to enter the airspace (unless ATC instructs you not to, of
course). And if you're headed for Class B, although you still need a
clearance there, ATC will often just volunteer the clearance when you're
getting flight following.

--Gary

[Steven P. McNicoll]

"Arnold Sten" > wrote in message
...
>
> In addition to the above, using Flight Following means that you are in
> direct contact with ATC should you develop some sort of in-flight
> emergency. You can therefore communicate that difficulty immediately
> without having to search for the available and appropriate controlling
> agency.
> A follow-up question, however: How do request flight following when you
> are not actually doing a cross-country? Let's say that my flight
> intentions are to fly 50 NM away from my home base in order do
> sight-seeing and photo shooting, turn around (not land), and go back home.
> Do I simply tell ATC of those intentions of doing nothing more than a
> round robin flight? Whenever I have ask for FF, the controller always asks
> for a destination. What are you supposed to say?
>

Just tell them you'll be taking photos or doing airwork or whatever.

[Greg Farris]

In article <kYEke.5$SV3.2@trnddc03>, says...

>Me: 5236
>
>wait - wait - wait
>


LOL - that's about it!

G Faris

[Paul kgyy]

I've never been actually denied service, but Indy Approach never
responded to calls once when I flew through there.

[Guillermo]

sometimes I'll just choose an airport which is the direction of the flight
you are going to do (to keep it easy), and once you get where you want to
go, you tell ATC that you want to circle and go back.

g



"Arnold Sten" > wrote in message
...
> Paul Tomblin wrote:
> > In a previous article, " > said:
> >
> >>Can someone explain to a new pilot (who's never used it!) what flight
> >>following is all about and how to actually get it? Thanks!
> >
> >
> > It means that sort-of like an IFR flight, ATC will provide traffic
> > advisories on a work-load permitting basis (which means that they may
> > point out some traffic but then not point out the one that's actually
> > heading straight for you because they got busy with some IFR traffic),
and
> > they may hand you off to another facility as you leave their airspace,
or
> > they may just say "frequency change approved, squawk VFR", again
depending
> > on workload (and apparently, how much they hate the guys in the next
> > facility).
> >
> > For a VFR-only pilot, it means you have another pair of eyes looking out
> > for you (or half a pair of eyes, sometimes), and it gives you an
> > experience with the system that will help when you get your instrument
> > rating. It does not mean you can fly head down in the cockpit or relax
> > your scan for conflicting traffic.
> >
> In addition to the above, using Flight Following means that you are in
> direct contact with ATC should you develop some sort of in-flight
> emergency. You can therefore communicate that difficulty immediately
> without having to search for the available and appropriate controlling
> agency.
> A follow-up question, however: How do request flight following when you
> are not actually doing a cross-country? Let's say that my flight
> intentions are to fly 50 NM away from my home base in order do
> sight-seeing and photo shooting, turn around (not land), and go back
> home. Do I simply tell ATC of those intentions of doing nothing more
> than a round robin flight? Whenever I have ask for FF, the controller
> always asks for a destination. What are you supposed to say?
>
> Arnold Sten

[Steven P. McNicoll]

"Guillermo" > wrote in message
...
>
> sometimes I'll just choose an airport which is the direction of the flight
> you are going to do (to keep it easy), and once you get where you want to
> go, you tell ATC that you want to circle and go back.
>

Why is that easier than telling ATC what you actually intend to do?

[Matt Barrow]

"Gary Drescher" > wrote in message
...
> " > wrote in message
> oups.com...
> > Can someone explain to a new pilot (who's never used it!) what flight
> > following is all about and how to actually get it? Thanks!
>
> Flight following is a colloquial term for VFR radar traffic advisories
(see
> the AIM's Pilot/Controller Glossary).

Any idea how they came up with that term? How did they pick "following"
rather than something like "Flight Advisories"? Wouldn't that be more
descriptive and to the point?

[Gary Drescher]

"Matt Barrow" > wrote in message
...
>
> "Gary Drescher" > wrote in message
> ...
>> " > wrote in message
>> oups.com...
>> > Can someone explain to a new pilot (who's never used it!) what flight
>> > following is all about and how to actually get it? Thanks!
>>
>> Flight following is a colloquial term for VFR radar traffic advisories
> (see
>> the AIM's Pilot/Controller Glossary).
>
> Any idea how they came up with that term? How did they pick "following"
> rather than something like "Flight Advisories"? Wouldn't that be more
> descriptive and to the point?

Alliteration perhaps?

--Gary

[Steve Foley]

Same thing happened to me with New York. It was a clear night, so I went up
and over them.
"Paul kgyy" > wrote in message
oups.com...
> I've never been actually denied service, but Indy Approach never
> responded to calls once when I flew through there.
>

[Ross Richardson]

Steve Foley wrote:

> Same thing happened to me with New York. It was a clear night, so I went up
> and over them.
> "Paul kgyy" > wrote in message
> oups.com...
>
>>I've never been actually denied service, but Indy Approach never
>>responded to calls once when I flew through there.
>>
>
>
>
I had it denied one in a low use area of Arkansas. (No jokes, please). I
continued to listen until a shift change and new voice. I went back and
made another request and got it.


--
Regards, Ross
C-172F 180HP
KSWI

[Bob Gardner]

AIM 4-1-16. Shame on your instructor for not covering this during your
training.

Bob Gardner

" > wrote in message
oups.com...
> Can someone explain to a new pilot (who's never used it!) what flight
> following is all about and how to actually get it? Thanks!
>

[Maule Driver]

Steven P. McNicoll wrote:
> "Guillermo" > wrote in message
> ...
>
>>sometimes I'll just choose an airport which is the direction of the flight
>>you are going to do (to keep it easy), and once you get where you want to
>>go, you tell ATC that you want to circle and go back.
>>
> Why is that easier than telling ATC what you actually intend to do?
>
That seems best. I used to to do the Guillermo thing but would get
tripped up. Just say what you are doing.

[Jim Fisher]

"Steve Foley" > wrote in message
news:kYEke.5$SV3.2@trnddc03...
> If you ever departed a class B or class C airport VFR, you had flight
> following.
>
> I start like this:
>
> Me: Bradley Approach - N6480R request.
>
> Bradley: N6480R - go ahead.
>
> Me: Bradley Approacy - Cherokee 6480R is 5 miles south of Spencer, VFR to
> Atlantic City at two thousand, climbing to four thousand five hundred.

You forgot to axe for flight following. That's why you had to
"wait-wait-wait."

--
Jim Fisher

[Guillermo]

"Maule Driver" > wrote in message
. com...
> Steven P. McNicoll wrote:
> > "Guillermo" > wrote in message
> > ...
> >
> >>sometimes I'll just choose an airport which is the direction of the
flight
> >>you are going to do (to keep it easy), and once you get where you want
to
> >>go, you tell ATC that you want to circle and go back.
> >>
> > Why is that easier than telling ATC what you actually intend to do?
> >
> That seems best. I used to to do the Guillermo thing but would get
> tripped up. Just say what you are doing.

In my usual case worked just fine because I got radar service terminated
(because the airport was just outside the flight following area), then I
went to the area, not landed,and came back and requested flight following to
my original airport.
It was just easier to say "request flight following to gainesville (GVL)",
than "request flight following to the area about 50 miles ENE of my
departure airport, fulton county, so I can do some maneuevers over lake
lanier, and then fly back"

[Peter Duniho]

" > wrote in message
oups.com...
> Can someone explain to a new pilot (who's never used it!) what flight
> following is all about and how to actually get it? Thanks!

When I was doing my primary training, my instructor briefly discussed VFR
flight following, but never gave me details about how to figure out what
frequency to use.

I note that none of the responses provide this information either. :)

Before you can ask someone for VFR FF, and then use VFR FF, you need to know
who to ask and how to contact them. The "who" is usually relatively simple:
it will be the radar facility in that area. Look in the A/FD under the
"communications" section, for a center or approach/departure control
frequency, and that's who you contact. In some cases (especially in or near
Class B airspace) the frequencies will be divided according to geography
(often a radial). Some charts show these as well, but you can always figure
out from the A/FD what the right frequency is.

Especially in remote areas, there may not be a radar facility listed in the
A/FD, in which case things get a little more difficult. In that case,
usually you won't be able to contact a radar facility anyway, at least not
until you're also high enough to contact the FSS. And of course, the FSS is
always a good resource for all manner of information, including finding out
who to contact for VFR FF (assuming it's available where you are).

Pete

[Steven P. McNicoll]

"Guillermo" > wrote in message
...
>
> In my usual case worked just fine because I got radar service terminated
> (because the airport was just outside the flight following area), then I
> went to the area, not landed,and came back and requested flight following
> to
> my original airport.
> It was just easier to say "request flight following to gainesville (GVL)",
> than "request flight following to the area about 50 miles ENE of my
> departure airport, fulton county, so I can do some maneuevers over lake
> lanier, and then fly back"
>

What do you find hard about saying "request flight following to Lake Lanier
for airwork"?

[Guillermo]

"Steven P. McNicoll" > wrote in message
ink.net...
>
>
> What do you find hard about saying "request flight following to Lake
Lanier
> for airwork"?
>
I guess I could do that. But I think controllers like airports as reference
points better than otehr landmarks. And as I said, both will yield the same
result in this case because I am told to squawk VFR as soon as I leave the
class B area....

[Steven P. McNicoll]

"Guillermo" > wrote in message
...
>
> I guess I could do that. But I think controllers like airports as
> reference
> points better than otehr landmarks.
>

Controllers aren't that fussy. Any prominent landmark or fix is as good as
any other.

[Guillermo]

" > wrote in message
oups.com...
> Can someone explain to a new pilot (who's never used it!) what flight
> following is all about and how to actually get it? Thanks!
>

Something that I wasnt sure about is what to do when I was s student pilot
when you are handed to the next controller.
I had already said to the first controller my airplane type, location,
altitude and destination, and gotten a squawk code.

If they hand you to the next one:
--- cessna XXXGT, contact atlanta approach 121.0

you can simply acknowledge, tune 121.0, and just say:
--- Atlanta approach, cessna XXXGT with you, level at 5500.

Now if the controller says:
---cessna XXXGT, radar service terminated, you can try atlanta approach
121.0, squawk VFR

Then you have to squawk 1200, and say the whole story to the next controller
again, to see if he wants to give you flight following.

guillermo

[Casey Wilson]

"Steven P. McNicoll" > wrote in message
ink.net...
>
> "Guillermo" > wrote in message
> ...
>>
>> I guess I could do that. But I think controllers like airports as
>> reference
>> points better than otehr landmarks.
>>
>
> Controllers aren't that fussy. Any prominent landmark or fix is as good
> as any other.
FWIW, I don't give any destination or route in the request when
VFR and have very seldom been asked for it. One time was midway
cross-country when I had been handed over to one sector, then made a turn
over an intersection and headed for another.

[Matt Whiting]

Arnold Sten wrote:

> Paul Tomblin wrote:
>
>> In a previous article, " > said:
>>
>>> Can someone explain to a new pilot (who's never used it!) what flight
>>> following is all about and how to actually get it? Thanks!
>>
>>
>>
>> It means that sort-of like an IFR flight, ATC will provide traffic
>> advisories on a work-load permitting basis (which means that they may
>> point out some traffic but then not point out the one that's actually
>> heading straight for you because they got busy with some IFR traffic),
>> and
>> they may hand you off to another facility as you leave their airspace, or
>> they may just say "frequency change approved, squawk VFR", again
>> depending
>> on workload (and apparently, how much they hate the guys in the next
>> facility).
>>
>> For a VFR-only pilot, it means you have another pair of eyes looking out
>> for you (or half a pair of eyes, sometimes), and it gives you an
>> experience with the system that will help when you get your instrument
>> rating. It does not mean you can fly head down in the cockpit or relax
>> your scan for conflicting traffic.
>>
> In addition to the above, using Flight Following means that you are in
> direct contact with ATC should you develop some sort of in-flight
> emergency. You can therefore communicate that difficulty immediately
> without having to search for the available and appropriate controlling
> agency.

The appropriate response in an emergency is to dial up 121.5 and not
worry about who answers. :-)


> A follow-up question, however: How do request flight following when you
> are not actually doing a cross-country? Let's say that my flight
> intentions are to fly 50 NM away from my home base in order do
> sight-seeing and photo shooting, turn around (not land), and go back
> home. Do I simply tell ATC of those intentions of doing nothing more
> than a round robin flight? Whenever I have ask for FF, the controller
> always asks for a destination. What are you supposed to say?

I just tell them that I plan to fly to a certain area, shoot some photos
and then return. Or do some sightseeing or whatever. They usually
don't seem to care what I'm planning to do.

Matt

[Paul Tomblin]

In a previous article, Matt Whiting > said:
>Arnold Sten wrote:
>> In addition to the above, using Flight Following means that you are in
>> direct contact with ATC should you develop some sort of in-flight
>> emergency. You can therefore communicate that difficulty immediately
>> without having to search for the available and appropriate controlling
>> agency.
>
>The appropriate response in an emergency is to dial up 121.5 and not
>worry about who answers. :-)

The appropriate response to an emergency is to talk to the person who
you're already talking to, because they already have a decent idea where
you are and where you're going and what type of plane you're in.

And if you were to croak and your non-pilot passenger had to take over, it
would be a lot easier for them if they didn't have to turn any dials.

--
Paul Tomblin > http://xcski.com/blogs/pt/
It's not hard, it's just asking for a visit by the ****up fairy.
-- Peter da Silva

[Matt Whiting]

Guillermo wrote:

> "Steven P. McNicoll" > wrote in message
> ink.net...
>
>>
>>What do you find hard about saying "request flight following to Lake
>
> Lanier
>
>>for airwork"?
>>
>
> I guess I could do that. But I think controllers like airports as reference
> points better than otehr landmarks. And as I said, both will yield the same
> result in this case because I am told to squawk VFR as soon as I leave the
> class B area....
>
>

I'm not sure about that. I've found most controllers know the area as
well or better than I do, even around my home drome.

Matt

[Mike W.]

"Arnold Sten" > wrote in message
...
> *chop*
> In addition to the above, using Flight Following means that you are in
> direct contact with ATC should you develop some sort of in-flight
> emergency. You can therefore communicate that difficulty immediately
> without having to search for the available and appropriate controlling
> agency.
> A follow-up question, however: How do request flight following when you
> are not actually doing a cross-country? Let's say that my flight
> intentions are to fly 50 NM away from my home base in order do
> sight-seeing and photo shooting, turn around (not land), and go back
> home. Do I simply tell ATC of those intentions of doing nothing more
> than a round robin flight? Whenever I have ask for FF, the controller
> always asks for a destination. What are you supposed to say?
>
> Arnold Sten

I had that scenario last spring, a guy wanted to fly from Columbus to an
area south of Dayton to photo a crop circle. When I got within about 20-25
miles, I got in touch with Dayton and told him my heading and roughly where
I was going. Once we spotted it, I just told him that we wanted to circle
(loiter) around our current position to do some aerial photography. He
advised us of nearby traffic a coulple of times, so we would just fly west
a little till they cleared out, Dayton being the busy place that it is. When
we were done, I just told him we wanted to depart 080 or whatever and he
advised us of traffic we may encounter on the way out.

--
Hello, my name is Mike, and I am an airplane addict....

[Mike W.]

"Paul kgyy" > wrote in message
oups.com...
> I've never been actually denied service, but Indy Approach never
> responded to calls once when I flew through there.
>
Been through there twice in a 150, they were real cool about it. From Ohio
to Illinois via Brickyard, they vectored me through the approaching traffic.
Pretty neat to see a 737 at your altitude out the left window.

--
Hello, my name is Mike, and I am an airplane addict....

[John Galban]

Paul Tomblin wrote:
>
> The appropriate response to an emergency is to talk to the person who
> you're already talking to, because they already have a decent idea where
> you are and where you're going and what type of plane you're in.
>
I've gotta agree there. 121.5 is for when you're not talking to
someone and don't immediately know who is the best contact. At times
when I'm not getting flight following, I stay tuned to the appropriate
Center or Approach frequency for the area in which I'm flying. Even if
I happen too be to low for ATC to hear me (quite common in the
mountains), I know that there are airliners overhead that will hear me.
If I need help, it's just a button push away.

John Galban=====>N4BQ (PA28-180)

[John Galban]

Peter Duniho wrote:
<snip>
> Especially in remote areas, there may not be a radar facility listed in the
> A/FD, in which case things get a little more difficult. In that case,
> usually you won't be able to contact a radar facility anyway, at least not
> until you're also high enough to contact the FSS. And of course, the FSS is
> always a good resource for all manner of information, including finding out
> who to contact for VFR FF (assuming it's available where you are).
>
Good info. One other good source that many people don't realize is
that Center and FSS freq. info for your current geographical area is
included on Jepp data bases in their handheld GPS. On Garmins (at
least the ones I've used) hit "nearest", then the "menu" key, and
you'll get an entry called "nearest frequencies". That will give you
both FSS and Center frequencies for wherever you happen to be at the
moment. Works great!

John Galban=====>N4BQ (PA28-180)

[Matt Whiting]

John Galban wrote:

>
> Paul Tomblin wrote:
>
>>The appropriate response to an emergency is to talk to the person who
>>you're already talking to, because they already have a decent idea where
>>you are and where you're going and what type of plane you're in.
>>
>
> I've gotta agree there. 121.5 is for when you're not talking to
> someone and don't immediately know who is the best contact. At times
> when I'm not getting flight following, I stay tuned to the appropriate
> Center or Approach frequency for the area in which I'm flying. Even if
> I happen too be to low for ATC to hear me (quite common in the
> mountains), I know that there are airliners overhead that will hear me.
> If I need help, it's just a button push away.

Which was exactly the context in which I gave the response about 121.5.
I can't help that Paul gave an answer that was completely out of context.


Matt

[Paul Tomblin]

In a previous article, Matt Whiting > said:
>Which was exactly the context in which I gave the response about 121.5.
> I can't help that Paul gave an answer that was completely out of context.

"Completely out of context"? What sort of drugs are you on? You
contradicted somebody who was saying that an advantage of flight following
is that you're already talking to somebody in the event of emergency to
say that the correct thing to do in an emergency is to "dial in 121.5".


--
Paul Tomblin > http://xcski.com/blogs/pt/
"Real Programmers don't use Python."
"Real Programmers don't use *whitespace*."
-- Skud and Thorfinn

[Matt Whiting]

Paul Tomblin wrote:
> In a previous article, Matt Whiting > said:
>
>>Which was exactly the context in which I gave the response about 121.5.
>> I can't help that Paul gave an answer that was completely out of context.
>
>
> "Completely out of context"? What sort of drugs are you on? You
> contradicted somebody who was saying that an advantage of flight following
> is that you're already talking to somebody in the event of emergency to
> say that the correct thing to do in an emergency is to "dial in 121.5".

Yes, here is the text to which I responded:

"In addition to the above, using Flight Following means that you are in
direct contact with ATC should you develop some sort of in-flight
emergency. You can therefore communicate that difficulty immediately
without having to search for the available and appropriate controlling
agency."

The suggestion is clearly made that if you AREN'T using flight following
then your alternative is to "search for the available and appropriate
conrolling agency" to call. My comment is that if you AREN'T using
flight following, you have a much better alternative to trying to look
up a frequency for the ATC in your area - and that is to dial up 121.5.

This really isn't that hard to follow.


Matt

[Paul Tomblin]

In a previous article, Matt Whiting > said:
>Paul Tomblin wrote:
>> In a previous article, Matt Whiting > said:
>>
>>>Which was exactly the context in which I gave the response about 121.5.
>>> I can't help that Paul gave an answer that was completely out of context.
>> "Completely out of context"? What sort of drugs are you on? You
>> contradicted somebody who was saying that an advantage of flight following
>> is that you're already talking to somebody in the event of emergency to
>> say that the correct thing to do in an emergency is to "dial in 121.5".
>conrolling agency" to call. My comment is that if you AREN'T using
>flight following, you have a much better alternative to trying to look
>up a frequency for the ATC in your area - and that is to dial up 121.5.

You didn't say "if you aren't using flight following", you said "the
correct response in an emergency". Which, unless you've redefined the
english language when I wans't looking, means "an emergency", not "an
emergency when you aren't getting flight following".

Say what you mean, or don't complain if people correct you.

--
Paul Tomblin > http://xcski.com/blogs/pt/
"If you get upset, emotional, or angry you are not dealing with the
emergency"
-- Rick Grant (quoting RCAF pilot training)

[Happy Dog]

" > wrote in message

> Can someone explain to a new pilot (who's never used it!) what flight
> following is all about and how to actually get it? Thanks!

In addition:

Jot down the commonly used ATC frequencies (dep / apr / terminal / FSS etc.)
along your route during your planning. This will help if you lose contact
at some point. It sometimes happens and can be a bit disconcerting. You
should be able to contact one of them and they'll set you up with the
appropriate facility.

Jot down freqs as you're handed off. It annoys them if they expect you to
call and you've forgotten, or mixed up, the freq. It happens.

Flight following is not anywhere near as safe as IFR WRT traffic control.
Near encounters are not uncommon. I've personally had "sorry about that" as
a response from ATC. It isn't their responsibility to provide the same
level of service as for IFR (though they're almost always perfect) and you
may be mixing it up with NORDO or non Xponder aircraft. Try to remember
that ATC is doing you a favour in busy areas. And, in really busy areas,
they may not be able to provide flight following at all.

Other than that, take full advantage of it. It makes the skies a bit safer.

moo

[Paul Tomblin]

In a previous article, "Happy Dog" > said:
>Jot down freqs as you're handed off. It annoys them if they expect you to
>call and you've forgotten, or mixed up, the freq. It happens.

Flip flop radios are a god-send when you go to a new frequency and nobody
answers. You can just flip back to the old frequency. Of course, since
nothing is perfect and everybody needs a backup, you should still write
down frequencies.


--
Paul Tomblin > http://xcski.com/blogs/pt/
"Please accept my resignation. I do not want to belong to a club that
would have me as a member." - Groucho Marx

[Steven P. McNicoll]

"Casey Wilson" <N2310D @ gmail.com> wrote in message
news:XLMke.66$3u3.38@trnddc07...
>
> FWIW, I don't give any destination or route in the request when
> VFR and have very seldom been asked for it. One time was midway
> cross-country when I had been handed over to one sector, then made a turn
> over an intersection and headed for another.

Having some idea of where you're going makes it easier for the controller to
pass on flight info to the next controller.

[Steven P. McNicoll]

"Matt Whiting" > wrote in message
...
>>
>> In addition to the above, using Flight Following means that you are in
>> direct contact with ATC should you develop some sort of in-flight
>> emergency. You can therefore communicate that difficulty immediately
>> without having to search for the available and appropriate controlling
>> agency.
>>
>
> The appropriate response in an emergency is to dial up 121.5 and not worry
> about who answers. :-)
>

Not if you're already receiving flight following. If you're on flight
following you're already talking to a controller that knows where you are.
There's no point in changing to 121.5.

[Steven P. McNicoll]

"Matt Whiting" > wrote in message
...
>
> Which was exactly the context in which I gave the response about 121.5. I
> can't help that Paul gave an answer that was completely out of context.
>

No it wasn't. The context in which you gave the response about 121.5 was
one in which the pilot was receiving flight following.

[Steven P. McNicoll]

"Matt Whiting" > wrote in message
...
>
> Yes, here is the text to which I responded:
>
> "In addition to the above, using Flight Following means that you are in
> direct contact with ATC should you develop some sort of in-flight
> emergency. You can therefore communicate that difficulty immediately
> without having to search for the available and appropriate controlling
> agency."
>
> The suggestion is clearly made that if you AREN'T using flight following
> then your alternative is to "search for the available and appropriate
> conrolling agency" to call. My comment is that if you AREN'T using flight
> following, you have a much better alternative to trying to look up a
> frequency for the ATC in your area - and that is to dial up 121.5.
>
> This really isn't that hard to follow.
>

And yet you were unable to follow it.

[Happy Dog]

"Paul Tomblin" > wrote in message
>>Jot down freqs as you're handed off. It annoys them if they expect you to
>>call and you've forgotten, or mixed up, the freq. It happens.
>
> Flip flop radios are a god-send when you go to a new frequency and nobody
> answers. You can just flip back to the old frequency. Of course, since
> nothing is perfect and everybody needs a backup, you should still write
> down frequencies.

hehe Wouldn't have mentioned it if it wasn't a common occurrence. I've
lost a frequency a couple times when I've left it to contact FSS and had to
try a couple different frequencies to find them. Even copying the hand-off
frequencies down can result in a kneeboard full of numbers, and temporary
confusion, in a flight through busy airspace. Don't forget to cross them
off.

moo

[Matt Whiting]

Paul Tomblin wrote:

> In a previous article, Matt Whiting > said:
>
>>Paul Tomblin wrote:
>>
>>>In a previous article, Matt Whiting > said:
>>>
>>>
>>>>Which was exactly the context in which I gave the response about 121.5.
>>>>I can't help that Paul gave an answer that was completely out of context.
>>>
>>>"Completely out of context"? What sort of drugs are you on? You
>>>contradicted somebody who was saying that an advantage of flight following
>>>is that you're already talking to somebody in the event of emergency to
>>>say that the correct thing to do in an emergency is to "dial in 121.5".
>>
>>conrolling agency" to call. My comment is that if you AREN'T using
>>flight following, you have a much better alternative to trying to look
>>up a frequency for the ATC in your area - and that is to dial up 121.5.
>
>
> You didn't say "if you aren't using flight following", you said "the
> correct response in an emergency". Which, unless you've redefined the
> english language when I wans't looking, means "an emergency", not "an
> emergency when you aren't getting flight following".
>
> Say what you mean, or don't complain if people correct you.
>

Sorry, it was pretty obvious ... at least to me and most everyone else.
I'll try to be more explicit next time so that you can understand as well.

Matt

[Matt Whiting]

Steven P. McNicoll wrote:

> "Matt Whiting" > wrote in message
> ...
>
>>>In addition to the above, using Flight Following means that you are in
>>>direct contact with ATC should you develop some sort of in-flight
>>>emergency. You can therefore communicate that difficulty immediately
>>>without having to search for the available and appropriate controlling
>>>agency.
>>>
>>
>>The appropriate response in an emergency is to dial up 121.5 and not worry
>>about who answers. :-)
>>
>
>
> Not if you're already receiving flight following. If you're on flight
> following you're already talking to a controller that knows where you are.
> There's no point in changing to 121.5.

Agreed. See my reply to Paul. My point is that the alternative to FF
isn't trying to look up the "appropriate" frequency during an emergency,
it is to dial in 121.5. Obviously, if you are already talking to ATC
you don't change frequencies. This seemed so obvious as to not need
stating, but I guess at least a couple of people didn't catch that.

Matt

[Matt Whiting]

Steven P. McNicoll wrote:
> "Matt Whiting" > wrote in message
> ...
>
>>Which was exactly the context in which I gave the response about 121.5. I
>>can't help that Paul gave an answer that was completely out of context.
>>
>
>
> No it wasn't. The context in which you gave the response about 121.5 was
> one in which the pilot was receiving flight following.
>
>

No, read it again.

Matt

[Happy Dog]

"Matt Whiting" > wrote in
> Steven P. McNicoll wrote:

>> Not if you're already receiving flight following. If you're on flight
>> following you're already talking to a controller that knows where you
>> are. There's no point in changing to 121.5.
>
> Agreed. See my reply to Paul. My point is that the alternative to FF
> isn't trying to look up the "appropriate" frequency during an emergency,
> it is to dial in 121.5. Obviously, if you are already talking to ATC you
> don't change frequencies. This seemed so obvious as to not need stating,
> but I guess at least a couple of people didn't catch that.

What about very busy airspace? Would they ask you to change frequency or
everyone else?

moo

[Guillermo]

"Matt Whiting" > wrote in message
...
> Steven P. McNicoll wrote:
> > "Matt Whiting" > wrote in message
> > ...
> >
> >>Which was exactly the context in which I gave the response about 121.5.
I
> >>can't help that Paul gave an answer that was completely out of context.
> >>
> >
> >
> > No it wasn't. The context in which you gave the response about 121.5
was
> > one in which the pilot was receiving flight following.

Matt:
Now we all get your point, but your scenario was not obvious at all (I'm
just saying this as you are stating that it was "pretty obvious" to everyone
else what your scenario was, but it really wasn't).
The point is that flight following is better cause you are already talking
to somebody and knows where you are. No radios to change. Your message was
easily understood as "you always need to change to 121.5 in an emergency".
Use better english next time ;)