How to Get Flight Following | Flight Following Explained
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- čas přidán 24. 02. 2022
- Here is Flight Following Explained. Including what it is, how to get it, what it does and does not provide, and why it's beneficial. See it in action on this flight over Central California.
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You have found that sweet spot in communicating complex aspects of flying, comprehensive information, calm level speaking delivery, and a viewer's conclusion that the lesson was clear and absorbed. I've followed many other YT flying channels - for my needs and my pleasure, YOURS is THE BEST.
Absolutely agree. Great work!
Totally agree
Most underrated aviation CZcams page. I am a CFII and I recommend your page to all of my students. Keep up the great work.
Thanks!
As a controller in the enroute environment, most center controllers will not be ready for that much information. We don’t use strips like approach and tower controllers, we have to type it in but if we aren’t ready, many will miss that call. When calling a center, I highly recommend the initial call then full detail method. This allows the controller to be ready to input that information when you provide it.
Tower and approach controllers typically have blank strips waiting around and are more used to that cold call method.
Great insights, thanks!
Thank you! Student here getting ready for long x/c and appreciate this!!
Even as a helicopter pilot, I use VFR flight following *a ton*: pretty much any time I'm going any kind of distance unless there's a compelling reason to stay low where there might not be radar coverage. Not only are traffic alerts nice, and you'll maintain better situational awareness all-around (you hear everyone else who's out there in your sector, what they're up to, you'll overhear weather or airfield information that might be nice to know), but if anything goes wrong you're already plugged in to all the services ATC can provide you. You're already on comms and radar-identified. All you need to do is say what's happened and what you need, and you're immediately on your way to solving the problem-- freeing you up to focus on flying the aircraft instead of figuring out how to get assistance. If you have to land out, somebody knows that's happened and can yeet SAR at you with minimal-to-no search area involved. Bonus points as well for flight following sometimes actually ~*reducing*~ communications workload in areas with lots of controlled airspace: if you want to cross the LA basin for example, it's so much easier to climb up a little higher, grab flight following with SoCal, and have them coordinate your way over + through all those controlled areas than it is to either be calling a new tower controller (who may or may not have any idea who you are or where you're going) every five minutes, or going out of your way to navigate around people's surface areas. VFR flight following is the best.
The only things I do differently (any they may or may not be good habits-- I'm not a controller, they'd know best I guess) are including a mention of the fact that I'm VFR in my handshakes (not sure it's necessary but I remember reading somewhere that sometimes it prevents the controller from searching frantically for a non-existent flight strip), and usually my initial call is just acft type / tail number and "VFR request" (again, so they know you're VFR, that you're new on channel, and so they can politely tell you to shut up for a second if they're not ready for that deluge of flight information). Oh, and if you're going to a towered airfield try and anticipate that last hand-off and have the ATIS ready so that you can tell your last radar controller that you've got the weather for your destination airfield when that last handoff occurs. Controllers are usually very helpful, and I feel like I can count on one hand the number of times I've been told unable due to congestion: it seems like controllers are overwhelmingly willing to help out in all but the craziest circumstances.
Thank you. You even captured the central valley haze that seems to never go away anymore. Of note other pilots have told me (I'm a newish pilot) that ATC has been friendlier, a little less formal, and a LOT more encouraging to pilots utilizing flight following. All my experiences have been nothing but friendly helpful ATC folks more than willing to assist you.
Very informative, concise,yet comprehensive. It is genius how thorough this lesson was with out any fluff, or omissions.
Just like Rick said your delivery of these lessons is consumable and easy to understand you're quite possible the best avaiation channel on CZcams!
It's so much more enjoyable learning these segments like this because at the end I understood the material.
Love the videos! As usual, both super detailed, but also incredibly easy to understand.
Panoche. For glider pilots it's the grass strip to use when flying the diablo range south east of Hollister. Lovingly referred to as Panoche International, with the Panoche Inn right next to it. The VOR is useful too of course. I've always heard it pronounced as "panosh" by the locals btw. Who knew that this place would become such an aviation mecca.
Just got your channel recommended to me by my CFII, and I see why! Super high quality, and comprehensive information!
I really appreciate the work you do, as a student pilot I don’t see any other resources like you so keep up the good work my guy
Thanks!
Excellent lesson yet again on not only the basics but also real world best practices. Also really appreciated that you included the landing, it mentally completes the journey you took me on in the video 😅
You are with no doubt the best aviation youtuber!! You deserve all the best... You tackle subjects that are not well explained to aviation beginners that are anxious to know about.
This is the best video on flight following I have seen. Some video's go into to much detail but yours was right to the point and very clear. Thanks
Thanks a lot. I would say this was the most thorough and step by step XC flight following ❤
Best channel by far 🙌🏼
The information you provide is so valuable to VFR Pilots. Eventhough we know the drill, it's always better to refresh and your video is very helpful. Thank you 🙏
Sydney, Australia 🇦🇺 ♥️
Very well done, wish this was around 46 years ago, when I was flying an aeronca champ at age 16!
Your easy to understand videos and calm voice do it every time! I love learning from your channel.
Thanks!
Excellent Lesson. Thanks
I’m a licensed but 10 year+ plus inactive pilot. I’ve recently received my part 107 UAV rating which the youtube algorithm decided i was interested again in flying. I’ve watched several of your videos now, including this one, and wished such things existed when i was training. I live only 4 blocks from Sacramento executive airport and I think your channel has put a bug in my ear that i need to spend all kinds of money and start flying again. Thank you for what you do!
Glad to be apart of your triumphant return! Hope the training here and from the site helps you!
Great video! I jus wanted to add that you can also start initial contact as "OAKLAND CENTER CESSNA 518FT VFR REQUEST" and this will give them time if they are busy to get back with you, and doesn't jam up the frequency right away.
Very impressive quality sir. Well done.
Awesome communication and explanation. Subscribed
Great video. Thanks
This is an outstanding video, huge help!!
So glad to hear it!
Nice work. Thank you. 👍🏻
Well done! Thank you
Flight following is the best!
They know what your doing and can expedite!!!
Love your videos, but I gotta disagree with this one. Any time I've heard somebody check in with a long string of info on the cold call, they usually have to repeat themselves a few times. Controllers actually have a specific order they enter the info onto their block. I've always had 100% success and efficiency along the lines of:
Me: "Approach, N12345 VFR request"
Approach: "N12345 squawk 4567, say request"
Me: "Squawk 4567 we're a Cherokee 140 (location), request flight following to (airport and identifier), 4,500, Cherokee 345"
Approach: "N345 radar contact (location) altimeter 29.92"
Me: "29.92 position checks, Cherokee 345"
To each their own, but I've found this to be the most efficient way. It certainly is what works best for me.
Even though it’s a VFR flight, if you look at the IFR low en route chart, it will list the nearest Center frequency in a light blue box.
Around here, Arkansas, controllers want you to call in as Skyhawk. That way they know you are a 172.
A miracle that the approach controller didn’t ask right away if you had current weather at your destination 😆
Love your channel brother, keep it up.
You bet!
Jake Tapper handling approach? Interesting!
Great video
Thanks for the great video. I just did my first solo XC yesterday, and used a lot of the same techniques you talk about. Watching the video was a great reinforcement.
You have taken my anxiety off!
Wow is that the default 172 for the Premium Deluxe? I really like the nice touch of adding a CO detector.
Shoutout to FCH I learned there!!
You should do one that's "How to fly out of and Into a Presidential TFR" at least outter ring
2:30 you don't need to fly around MOAs. Check a NOTAM for the area or ask the flight following controller if the MOAs are active. It's a personal choice I suppose... Because where I fly at there are 6 military bases and A LOT of MOAs. Lol... Even with a huge "Special Air Traffic Rules" section that is actually restricted. Look up VPS in Skyvector and take a load of those MOAs.
Great video for sure. Your information about airspace being dived up among controllers and with the controllers probably sitting right next to each other is spot on and a lot of new pilots don't know that. lol
Can you go over how one would check the status of Special Use Airspace? If the SUA is not Hot or Active, you may be able to fly a more direct route.
Doesn't ADS B in/out defeat the purpose of this?
Another fantastic video. Once ok for traffic advisories you could have asked to fly direct through the MOA, correct? Or could you just ask if it’s it cold and plough right through?
Correct. You can always verify the status of special use airspace like MOAs by asking ATC.
He could've flown through the MOA without talking to soul even if it was hot. Legal and smart are two different things, of course, but to be clear, you don't need permission to fly VFR through a MOA.
You have to avoid an MOA?
Well explained - thanks! PS - All the ATC in the area must be triplets of the same family... ;) (I heard you say you got a friend to help).
Is this what happens when somebody makes an instrument approach to an uncontrolled airport?
A controller at a nearby towered airport will direct the pilot to the localizer and then cut them loose?
🔥🔥🔥
Would NorCal approach really give us the KMRY altimeter setting if we were flying inbound to the Panoche VOR? I’m just asking because it’s 50 nm away so I would expect it to be terribly accurate for the aircraft’s position?
35 SW of PXN puts you 26nm from MRY. It's a toss up between SNS or MRY, they're almost identical distances away. So, yes, it's 100% reasonable for you to be issued the MRY altimeter setting since it's one of the closest airports. The destination airport is 78nm away, if that's what you had in mind.
Great presentation but why not just check with the briefer before takeoff about the MOAs? Or ATC? I wouldn't just go around them. Also, that LEMOORE A MOA has a floor of 5,000 feet MSL. And C is like 16,000. Makes no sense to go "just" around when most of the terrain in the area of the MOAs is near sea level. Also, if you have Foreflight just tap on the chart and it will give you the correct frequencies for the MOAs. And MOAs are MOAs, not restricted or prohibited. And don't rattle off everything to ATC on the initial call. Just tell them who you are and "request." I think this one is a miss.
Great and simple explanation.
I have a question. At 11:27 you use the word "level" to indicate that you are leveled at that altitude.
Isn't it better to say just "...FT is at 7500 direct to ...". On the other side, if you are NOT leveled you'd say "is at 7500 climbing to...".
...Unless the transition altitude is, dunno, at 6000ft and the right words would be "...FT is at level 070 direct to..." (but you didn't say anything about changing the type of altitude indication: altitude vs levels).... just a thought.
Thank you for your videos, they are very interesting, complete and easy to understand.
I was thought to say leveled as well when no altitude change is happening. It’s just good practice. Like that the controller knows for sure that you are flying leveled. let’s say you forgot to mention that you were climbing or descending, if the controller hears “leveled” there’s no spot for speculation.
@@susieq8684 That is where the confusion of a neat and clean communication comes. The text in the video reads "NorCal Approach. Cessna 518 FT is LEVEL at seven thousand five hundred direct to Panoche VORTAC". If you read "Cessna 518 FT is levelED at" then you are right.
My doubt was because of the text I read. We can argue if the voice says "level" or "leveled", and we can argue if on the radio such word is clearly said and heard correctly. But I was talking only about the text in the video.
That's why I asked if isn't it better to say simply "Cessna 518 FT is at 7500ft", so both sides are sure that the communication was clear.
I was told it's not good practice to use the word "to" when reporting your target altitude because of possible confusion with "two".
Could I get a PC with that simulator installed? Don’t even know how to look.
Do you have to tell ATC you’re vacating your cruise altitude of 7,500’?
Only if instructed to "report prior to any altitude changes," or "report leaving 7,500." The FARs only you require you to report leaving an ASSIGNED altitude (more common in IFR environment). The FARS also require you to comply with any ATC instructions, hence "report prior to any altitude changes" becomes a legit instruction that you need follow.
How about “Oakland center, Cessna 518FT…”
Wait for a reply. Personal preference. That’s a lot of info on first transmission
It's an age-old debate. I happen to agree it's one of the few times that a quick empty call is generally a better way to go. Among all the other reasons already stated in other comments, I'll add that there's a chance the controller is on a land-line call. Controller silence doesn't always mean they're ready to take a call.
@@coma13794 exactly. Give him time to put down his coffee. Also, they sometimes are working multiple freqs or maybe taking to someone on freq that we aren’t receiving. So you could be stepping on someone without realizing it. Although, I bet they do have a replay button like we do on the G1000. I always try to say please and thank you as well.
Lol I like how ATC makes little errors
"...correction, 4500"
What is the reasoning for avoiding the MOA's and adding unnecessary miles to fly?
I fly this route weekly- and the video is outstanding... Here is the answer.. Our pilot may not have a ton of local knowledge, so he planned for the MOA to be hot, thereby flying to a waypoint nearby (PXN). Frankly, it could have been any waypoint. This is the most conservative method. You have planned for the worst-case routing, and therefore your time and fuel will be conservatively accounted for. But as a local, you may want to do a little research... when are the typical times of this MOA, can Oakland or Norcal give you a handoff to the controlling agency (Showtime)? Its outside the scope of this well-made video, it is generally worth mentioning that the extra layer of workload (VFR flight following) often gives you easy-to-manage shortcuts as your ATC controller is in the know. Actually, I am not sure why the simulated controller (especially knowing this Oakland Center) didn't predict your route of flight when you gave the destination and say Lemore Alpha active 5K and above... knowing that would give you a ton of options.... your response could be... "can I be worked through", "we will plan on descending below the MOA after the mountains or as pilot of this flight did... going to PXN. Bottom line: flight following doesn't just help with see-and-avoid it often saves gas, time and keeps you out of airspace you may blunder into.
@@stevekiss6277 Thanks for the insight!
Lol. "Controllers may be too busy and can drop you at any time." ALSO "Cold-call them and read them your life story to get Flight Following." I start all my FF Requests like, "Big Sky approach, Cessna 12345 -- VFR Request" and wait for them to get back to me. The Cold Call vs Let It Out debate will rage on for ages, but it's highly dependent on the region, if not individual controllers. Also factor that 1 Controller may be working multiple frequencies, so when you tune in and hear nothing it's not like they're just sitting on the edge of their seat waiting for your call.
Cold calls rarely needed on clearance, ground, tower or if you're IFR, but it's hard to argue that a "VFR request" call to establish flight following is a genuinely bad idea. As you said, you don't know if the controller is being called on another freq. It's also a lot to assume that a controller can copy all the info at once since they need to get a strip started for you in the system with your tail number. So, taking in the tail number, aircraft type, destination, current alt and altitude you're climbing to is a big ask.
Great video. Question, are you allowed to fly through airspaces when you are in flight following?
It depends which airspace. If it's a Class C and you're talking to the appropriate controller already, then yes. Class B still needs a clearance, and Class D requires you to talk to Tower. Restricted areas need to be avoided when they're active unless ATC authorizes you to enter.
@@flightinsight9111 okay thank you
Your videos are awesome for those of us who really "fly" in our simulators, and looking for more than just punching holes in the sky. Excellent! Thanks...Echo22
Panoche VOR? 😂 iykyk
A 15 minute video on how to get flight following? You just ask for it.... that's it.