Flight Following

[PilotDerek]

How many of you use flight following? Do you have a set distance to determine if you use it or not? I used it for my cross-countries when I was going for my PPL and haven’t used it since (although the furthest I’ve gone since is 150 miles). If I fly towards the Valley (So Cal) I would defiantly use it due to the busy airspace but have actually been ignored by ATC in that area before when asking for flight following. What have been your experiences?

[Becca]

Quote: PilotDerek

How many of you use flight following? Do you have a set distance to determine if you use it or not? I used it for my cross-countries when I was going for my PPL and haven’t used it since (although the furthest I’ve gone since is 150 miles). If I fly towards the Valley (So Cal) I would defiantly use it due to the busy airspace but have actually been ignored by ATC in that area before when asking for flight following. What have been your experiences?

[74657]

I use it on every cross country flight more than 45 minutes.  I think that the small amount of radio work required with FF helped me out with understanding the ins/outs of IFR communication.  Now that I am instrument rated I will file IFR for every cross country trip to take advantage of the rating.  FF adds an extra level of safety with radar surveillance but I still look out for traffic.....  It is simple to do and in my area I have never been kicked out of the system due to being VFR and talking to Chicago/Minneapolic center. 

[John Pleisse]

I use FF almost exclusively, usually back-ending wx and getting a pop-up. It works real well and uses the system to your advantage. This eleviates waiting for a clearance out of NW DC area (some times 30-45 mins on a weekend). This will change in Feb when my home base will become towered. I will then file almost exclusively.

When vfr, you never know, so I always leave a flight plan on my voice mail. Wifey knows where to find it if I am not accounted for.

[rbridges]

I use it if I'm flying >30 minutes.  I like having a second set of eyes helping me with nearby traffic.

[scottfromiowa]

I use for trips over an hour...draw back is the constant cut-ins on my XM (by others on freq) and controller talking to others...

[PilotDerek]

Quote: 74657

I think that the small amount of radio work required with FF helped me out with understanding the ins/outs of IFR communication. 

[Shadrach]

I use it often, anytime I am likely to encounter high traffic and or restricted/controlled airspace. I find it actually lightens the load on long XCs. If the weather's VMC, it offers most of the benefits of flying IFR while not losing the freedoms of VFR. My flight track from FDK to SSI a few weeks ago looks it was drawn with a straight edge for most of the 540nm trip.

[201er]

Unless I'm going to the airport next door, I use flight following on practically every flight. Getting cleared through bravo direct 3000ft sure beats going around and staying under the layers! NY approach has been very accomodating and I don't think I've been rejected once since flying a Mooney =)

[RJBrown]

 I use it whenever I am not on a IFR unless it is just a local flight. Where I pick them up varies. I fly out of Centennial on the south side of Denver. West bound I usually wait until I am over Corona Pass and out of the busy airspace this side of the rocks. Northbound I also wait until clear of the class B. Eastbound I pick it up immediately or go IFR. Southbound is special. That is where they put the jerkiest controllers in the nation. Colorado Springs Class C extends up to 10,200'. Without talking to them you can go right over the top at 10,500. I talk too soon they try to send me almost to Kansas to keep their territory clear of riff raff. Once south of the Springs, no problem. Why Springs approach is so jealous of their airspace I don't know. I do tune in Springs approach and listen in but only talk if I am called out as "VFR traffic unverified"

Over the mountains I prefer to be on a VFR flight plan but talking to the controllers. Gives me more flexibility in avoiding weather but allows me to pick up an IFR quickly if needed.

[FlyDave]

I fly in the Los Angeles basin, San Diego and San Francisco areas a lot. When VFR I almost always get flight following within and between these high traffic/congested areas. It makes life easier for me as well as the controllers. We all need to work together and flight following provides the vehicle to do so.

On a couple of occasions I've been listening to ATC but not talking to them and I hear a controller say "Southwest 234, traffic 9 O'Clock 7,500 eastbound....but I'm not talking to him". So that tells me the controller would rather know what I am and where I'm going than just see me as target on his radar screen.

[Immelman]

If I am going somewhere and can get radar coverage (i.e. not out in the sticks where there is no radar coverage), I always use FF. I may not for local flights around my home airport but that is it.

The peace of mind of knowing that if I have a problem, all it would take is a short transmission, or squawking 7700, and knowing that my airplane and position would be positively known in seconds is worth a lot. Getting traffic pointed out adds another level of safety entirely.

[Hank]

I'm a firm believer in FF, too. I use it all the time since home is at the edge of Class D. The controllers all know our pattern, and the practice area, and are good at giving altitude advisories when maneuvering in the practice area.

FF is also great on trips. I went to Yellowstone and back [1320 nm each way], with sightseeing and rest stops both ways, before starting serious Instrument work. Used FF all the way out [except when we dropped off of SLC's radar on the SD/WY border for a little bit] and all the way back. Nice to have someone looking out for you, and I missed it when SLC dropped us. They were nice enough to tell us where to try back, and it was nice to be back on-line after a half-hour.

Local flights are good, too--use it every weekend the weather is decent for a VFR breakfast run. Sometimes the field is deserted, sometimes we have to squeeze into the pattern, but it's at the edge of radar coverage anyway. It just feels right. The side benefit of being comfortable with radio work prior to starting on IR helped a lot, I am sure.

Now I file IFR when I travel, and whenever I'm VFR I still use FF, even when "flightseeing" with friends, neighbors and coworkers.

[MATTS875]

I use flight following everytime I fly. Some form of security I guess.. but definitely makes me more comfortable.

[jlunseth]

I use it often if I am not already IFR, but am flexible on the minimum length of trip.  Usually it will need to be 30 minutes or more from the time I can get ahold of ATC, and that is the "flexible" part.  ATC coverage at low altitude is not perfect everywhere in MN, so sometimes I have to either get up around 6,000 before I call, or I need to get closer to the ATC transmitter.  When I am taking off from areas where I know the coverage is not likely to be great, and my whole trip is only a half hour or 45 minutes, I will just not try FF.  If I am departing a towered airport and flying more than about a half hour away, I will always use it because I can normally get FF on the ground before take-off.

[1964-M20E]

I use it for cross country flights but for local flights I do not unless I’m flying around downtown New Orleans.  KNEW ground control will generally ask if flight following is desired after your initial contact.  After the tower has cut me loose and advised I can change frequencies I will monitor the ATC frequency in the area and many times have heard ATC advising another AC about my position.  I guess that would be under the radar flight following.

[rob]

Add me to the most every time list. Before I got my IR, I was always using flight following. Part of this was due to living under the Memphis Bravo, part was just to have the help with weather and traffic. As noted earlier in this thread, when I was doing my instrument training, the fact that I was comfortable with the radio from the extensive use made everything much much easier. Not only from using FF myself, but also from hearing other aircraft on frequency who were IFR.

[MooneyMitch]

For us, FF is a great tool!  We use it extensively in our travels.  FF does not take the place of looking outside for traffic.  That's our personal responsibility.  It's just antother feature for flight safety.  

[jlunseth]

Certainly agree with "see and avoid" but there some you would not have seen.  The other day, was transitioning west of Duluth at, I think 7500.  ATC called out traffic at my 8 o'clock and a couple of thousand higher.  It was a C130 about to start its descent into KDLH, I would have been under its nose, and never would have seen it approaching from behind me.  Right in the gunsights.  ATC must have known that, because they made sure the C130 saw me.

As it was, the 130 opted to stay high and then do a "fast" descent for landing (as they described it to the tower controller).  Pretty dramatic seeing a plane that size helicopter pretty much straight down from 9,000 and put it on the runway.  I am glad it was not on top of me.

 

[carusoam]

Flight following is great for migrating through extensive military airspace.  You don't need to know the individual status of each airspace.

Your flight track is often posted to flight aware for later review or family to watch.

Best regards,

-a-

[Ned Gravel]

Quote: Mitch

For us, FF is a great tool!  We use it extensively in our travels.  FF does not take the place of looking outside for traffic.  That's our personal responsibility.  It's just antother feature for flight safety.  

[moodychief]

It helps your local TRACON/ATC operational numbers which is used to determine staffing AND if your TRACON will stay local or be regionalized.  A couple years ago there was talk of eliminating our TRACON and moving it to center.  Nothing worse than talking to a controller two states over that doesn't know your local area.

If more use it, maybe we can eliminate those days when one controller is managing multiple sectors and too many airplanes for one person.

[Ncbosshoss]

"Type and altitude unknown."

This is why controllers prefer you call for FF. I can't remember the last time I denied the service although there have been times I was simply too busy. I would much rather know who you are and what altitude you are at in order to provide everybody good service. Even if you are squawking a dozen and ALT, we still can't rely on that altitude readout until we verify it is correct.

That being said, never let FF give you a false sense of security and let your scan falter. Traffic advisories are on a workload permitting basis. If the controller gets busy with other duties, he very well may miss a traffic call to you.

I an not IFR rated (yet) and I always ask for flight following. It is a service your taxes pay for so use it. Then again, there are some pilots that find ATC as a PITA and avoid us when able. We try not to be that way!

 

Chris

[M016576]

Many of my VFR flights are through Nevada, Oregon and Idaho.  Radar coverage isn't available unless you're up in the low- mid teens in many of those places due to the mountains, so normally I do not use FF.  however, if I'm approaching a busy terminal area (for example, flew into KHND last weekend), approach will normally provide that service automatically.  Honestly, if I'm VFR, I keep to myself, although I normally listen in on center.  If I want the separation/safety pimps, then normally I will file IFR... If you have radar coverage, it doesn't hurt to ask for it though... One great example of a good spot for it is the central vally in California, as the visibility is typically terrible and there is a bunch of traffic.  But if you're flying through the valleys west of tonopah, your only option is your peepers!

[Shadrach]

Quote: edgargravel