Ray Lovinggood wrote:

And, the next time I plan on attempting the Diamond
Goal flight which takes me completely around the Class
C airspace, not only will I tune to the ATC frequency,
I'll call them on the telephone before I launch just
to let them know about my intentions.

www.duats.com

allows one to file a flight plan before the flight.
This is pretty useful for the controller, because when
you call ATC, he can use your tail number, call up the
flight plan, and read the comments section, without
clogging the ATC radio frequency with a bunch of
dumb questions (where are you going, what type
aircraft, if experimental how does it perform,
did you get a waiver through "C" without a transponder).

I flew transponderless in an experimental to 26
airports in the LA area, including 3 "C" airports
last year. I did this in two days. On both days
I filed a flight plan, and on contact with ATC, there
were no questions because the performance stats and destinations
were all right in front of them. On one of the days,
I had to call the supervisor to get a waiver one hour
before as required by 91.215(d)(3). I got this, but
had some confusion later, as the supervisor thought I was
asking for an IFR no-transponder waiver, rather than a
VFR no-transponder waiver, so despite the VFR checked
box on the flight plan, ATC on initial contact started
talking to me in IFRspeak. So if you ask for a
transponder waiver in "C", make sure you mention it is for
VFR flight...


I'm just wondering if anyone else monitors ATC when
near congested airspace?

A disproportionate number of midairs happen in "D" airspace
(because the tower controllers have no radar, or just a
tiny radar feed screen but the pilots assume the
tower is fully responsible for separation). So I'm on the ATC
freq when I'm near or above them. I used to be very careful on
poor vis days of IFR traffic inbound and their routes,
but it seems that super clear days are much more
dangerous because the volume of traffic is so much higher.
"D" airspace on a sparkly clear saturday at noon is a
dangerous place to be (McClellan Palomar is an example).

I think monitoring ATC does a good job of helping me
pick out SOME targets. The key is to not just fixate on
the targets I find this way. ATC may have a second tower freq,
or some folks on approach, or I may just be overwhelmed with the
radio traffic (especially if I'm gliding). So ATC
monitoring is an extra tool for me, but not one I rely
on for all traffic, and certainly not if it distracts
me from the priority of scanning for traffic and flying my own
aircraft.

Sometimes, though, I hear "Heavy XYZ, traffic 12
o'clock, two miles, altitude unknown" and I realize they're
talking about me. Sometimes I then call up and tell them I am
that traffic, at XXX altitude, headed for YYY. I've always
gotten good results this way, and once the controller
knows the altitude is deconflicted, it eases his workload.
I'd recommend pilots announce their altitude and location
on whatever freq they are on if they have the extra time,
are transponderless and believe there may be a conflict...