VFR Flight Following -- What's going on here?

On the first leg of our flight to Washington, D.C., we only made it as
far as Rantoul, Illinois, due to thunderstorms. We were utilizing VFR
flight following, starting with Cedar Rapids Approach (CID)and being
progressively handed off until we were talking to Chicago Center.

As we approached Rantoul, we had to divert around a cell. At that
point I told Center I needed to leave the frequency to check with
Flight Watch, which was approved.

While talking with Flight Watch (and getting the bad news that the
weather was falling apart pretty much everywhere) we dropped down to
2500 feet, and then down to 2000 to get beneath a thickening layer of
clouds.

After completing our weather briefing, we switched back to Chicago's
frequency, but were no longer able to communicate with Chicago Center.
I heard them call me once, but they were unable to hear my response,
probably because we were too low.

We zigged and zagged a bit until we decided to throw in the towel and
land for the night in Rantoul. I tried Chicago Center one more time,
heard no response, and switched to Unicom and landed.

After landing (and finding no one at the airport) we started
fruitlessly calling cab companies (no answer) and hotels (no shuttle
service). About the time we were going to walk to the nearest hotel
(about a mile away) a car pulled around the corner with a flashing
yellow light on top.

It turned out to be the airport manager, who had been called at home by
Chicago Center. They asked him to contact me, so he drove out to the
airport and told me that "Center wants to talk to you."

He was under the impression that I had not closed a flight plan, and
was quite surprised when we told him that we didn't *have* a flight
plan filed. Nevertheless, I called the number, spoke with the Head
Cheese at Chicago Center, and told him what had happened. He fully
understood the situation, and thanked me for calling.

So what's going on here? Usually Chicago Center's version of "Flight
Following" (if you can get it) is so casual, and so begrudgingly
offered, that I hardly consider it to be of any service whatsoever --
yet on this particular flight they were tracking our progress all the
way to the ground?

In the end, it was a terrific turn of events, as the airport manager
opened the FBO and got us the keys to a courtesy car, and then led us
over to the hotel. (He even invited us to stop at a bar with him,
which we declined...) Still, it's had us wondering ever since why
Chicago Center was so concerned that they dispatched the airport
manager to go looking for us.

Were they just concerned with our well-being in the bad weather? Did
our zigging and zagging -- and then dropping off their scopes -- look
like a plane in distress? Did something get scrambled in their
computers, making them believe that we had filed a flight plan? Is
there an FAR requiring us to cancel flight following?

Now that I think about it, I suppose we could have asked Flight Watch
to notify Chicago Center when we could no longer hear them, but frankly
it never dawned on me that Chicago really cared that much about what
happened outside of their Class B airspace.

How would *you* have handled it?
--
Jay Honeck
Iowa City, IA
Pathfinder N56993
www.AlexisParkInn.com
"Your Aviation Destination"

The controller had every right to expect notification of some kind that you
were no longer on frequency. Can't blame him/her for wondering what happened
to you. Easiest solution is to call any FSS on 122.2, tell them that you
were on FF and lost comms with ATC. They will notify ATC by landline and all
will be well. IMHO the flight plan/no flight plan is a red herring. Center
obviously can't open a flight plan in your behalf (they can unilaterally
declare an emergency in your behalf, but let's hope that the occasion never
occurs). My first priority after getting on the ground would have been to
call ATC/FSS, not cab companies.

Don't pout, just be happy that they were concerned about your well-being.

Sorry to hear that you have had bad experiences with FF in your area...it is
a valuable tool that should be used by everyone.

Bob Gardner

"Jay Honeck" wrote in message
ups.com...
On the first leg of our flight to Washington, D.C., we only made it as
far as Rantoul, Illinois, due to thunderstorms. We were utilizing VFR
flight following, starting with Cedar Rapids Approach (CID)and being
progressively handed off until we were talking to Chicago Center.

As we approached Rantoul, we had to divert around a cell. At that
point I told Center I needed to leave the frequency to check with
Flight Watch, which was approved.

While talking with Flight Watch (and getting the bad news that the
weather was falling apart pretty much everywhere) we dropped down to
2500 feet, and then down to 2000 to get beneath a thickening layer of
clouds.

After completing our weather briefing, we switched back to Chicago's
frequency, but were no longer able to communicate with Chicago Center.
I heard them call me once, but they were unable to hear my response,
probably because we were too low.

We zigged and zagged a bit until we decided to throw in the towel and
land for the night in Rantoul. I tried Chicago Center one more time,
heard no response, and switched to Unicom and landed.

After landing (and finding no one at the airport) we started
fruitlessly calling cab companies (no answer) and hotels (no shuttle
service). About the time we were going to walk to the nearest hotel
(about a mile away) a car pulled around the corner with a flashing
yellow light on top.

It turned out to be the airport manager, who had been called at home by
Chicago Center. They asked him to contact me, so he drove out to the
airport and told me that "Center wants to talk to you."

He was under the impression that I had not closed a flight plan, and
was quite surprised when we told him that we didn't *have* a flight
plan filed. Nevertheless, I called the number, spoke with the Head
Cheese at Chicago Center, and told him what had happened. He fully
understood the situation, and thanked me for calling.

So what's going on here? Usually Chicago Center's version of "Flight
Following" (if you can get it) is so casual, and so begrudgingly
offered, that I hardly consider it to be of any service whatsoever --
yet on this particular flight they were tracking our progress all the
way to the ground?

In the end, it was a terrific turn of events, as the airport manager
opened the FBO and got us the keys to a courtesy car, and then led us
over to the hotel. (He even invited us to stop at a bar with him,
which we declined...) Still, it's had us wondering ever since why
Chicago Center was so concerned that they dispatched the airport
manager to go looking for us.

Were they just concerned with our well-being in the bad weather? Did
our zigging and zagging -- and then dropping off their scopes -- look
like a plane in distress? Did something get scrambled in their
computers, making them believe that we had filed a flight plan? Is
there an FAR requiring us to cancel flight following?

Now that I think about it, I suppose we could have asked Flight Watch
to notify Chicago Center when we could no longer hear them, but frankly
it never dawned on me that Chicago really cared that much about what
happened outside of their Class B airspace.

How would *you* have handled it?
--
Jay Honeck
Iowa City, IA
Pathfinder N56993
www.AlexisParkInn.com
"Your Aviation Destination"

Don't pout, just be happy that they were concerned about your well-being.

If that's all there is to it, I am, indeed, happy that they are
watching out for us! Quite frankly I'm surprised.

Sorry to hear that you have had bad experiences with FF in your area...it is
a valuable tool that should be used by everyone.

We use flight following on most flights in our area. The only time
it's ever a problem is around (the very busy airspace of) Chicago,
where (ironically) we could most use FF.

Usually Chicago won't accept a hand-off from adjacent controllers, and
if we try to request FF they will reply "unable." Not that it really
matters -- I have had airliners pop in front of me so close that I
could read their logo, without Chicago ATC ever saying "boo" about it.


Really, the only time we ever use FF around Chicago is on those rare
occasions where they *will* accept a hand-off from an adjacent
controller, as they did on this flight. Usually they just "cut us
loose" as we approach Chicago and we just fly through the area
(obviously outside the Class Bravo) using our "Mark One" eyeballs.

Thanks for your response, Bob.
--
Jay Honeck
Iowa City, IA
Pathfinder N56993
www.AlexisParkInn.com
"Your Aviation Destination"

We use flight following on most flights in our area. The only time
it's ever a problem is around (the very busy airspace of) Chicago,
where (ironically) we could most use FF.

Usually Chicago won't accept a hand-off from adjacent controllers, and
if we try to request FF they will reply "unable." Not that it really

They can't drop you if you're IFR. :-) (hint hint)

of course, there's no guarantee that you'll get a clearance either...

--
Guy

On 20 Jun 2005 10:59:18 -0700, "Jay Honeck"
wrote:

Don't pout, just be happy that they were concerned about your well-being.

If that's all there is to it, I am, indeed, happy that they are
watching out for us! Quite frankly I'm surprised.

Did you keep the FF squawk code or go back to 1200?

Usually Chicago won't accept a hand-off from adjacent controllers,

Chicago center will accept handoffs, but Chicago approach probably
will not. Having said that, even if Center cancels your FF because of
no handoff, once you get near Approach's airspace, you can call
Approach and they will almost always provide flight following through
the area.

Did you keep the FF squawk code or go back to 1200?

Ah, good point. We kept squawking the code we were given till we
landed. I wonder if we had switched to 1200, if Chicago would have
seen that and figured out that we were landing (rather than crashing?)
in Rantoul?

Usually Chicago won't accept a hand-off from adjacent controllers,

Chicago center will accept handoffs, but Chicago approach probably
will not. Having said that, even if Center cancels your FF because of
no handoff, once you get near Approach's airspace, you can call
Approach and they will almost always provide flight following through
the area.

It seems like lately no one is accepting hand-offs from anyone along
the Lake Michigan shoreline. We flew to Wisconsin yesterday, and
Rockford wasn't able to hand us off to Milwaukee on the flight inbound.

On the flight westbound, later in the day, Milwaukee handed us off to
Rockford without difficulty, but they, in turn, cut us loose before we
even hit the Mississipi, which was very unusual -- especially on a
sleepy Sunday evening. (I swear, we were the only plane he was
handling.)

Usually RFD will seamlessly hand us off to Quad Cities approach. We
called up QC once we hit the Big Muddy, and they were able to handle us
without difficulty.
--
Jay Honeck
Iowa City, IA
Pathfinder N56993
www.AlexisParkInn.com
"Your Aviation Destination"

"Jay Honeck" wrote in message
oups.com...

We use flight following on most flights in our area. The only time
it's ever a problem is around (the very busy airspace of) Chicago,
where (ironically) we could most use FF.

Usually Chicago won't accept a hand-off from adjacent controllers, and
if we try to request FF they will reply "unable." Not that it really
matters -- I have had airliners pop in front of me so close that I
could read their logo, without Chicago ATC ever saying "boo" about it.


What Chicago are you talking about? Your initial message dealt with Chicago
Center, now it sounds like you're talking about Chicago Approach.

Off topic, but related: Can a radar center offer flight following to a
plane not equipped with a transponder? I would guess no, but I'm curious.

tom pettit


"Bob Gardner" wrote in message
...
Sorry to hear that you have had bad experiences with FF in your area...it
is a valuable tool that should be used by everyone.

Bob Gardner

Off topic, but related: Can a radar center offer flight following to a
plane not equipped with a transponder? I would guess no, but I'm curious.

I think that you can have an IFR clearance and at points along the
route not be in radar coverage. In those cases you get a much larger
zone of protected airspace around you, and you have to radio in your
position at compulsory reporting points.

As for flight following, I would think the value would be pretty much
useless. The whole point is to gain a second pair of eyes for you on
the ground with the assumption that you are still responsible for
separation from other aircraft. If the folks on the ground can't see
you on their scopes, then there's really no point to flight following.

--
Guy

Guy Elden Jr wrote:


As for flight following, I would think the value would be pretty much
useless. The whole point is to gain a second pair of eyes for you on
the ground with the assumption that you are still responsible for
separation from other aircraft. If the folks on the ground can't see
you on their scopes, then there's really no point to flight following.

You will appear on the scopes (provided the primary radar is functional)
but it's probably more trouble than it is worth to the controller to
track you.