Mark Hargrove wrote:Let's say we're departing KSNA for a sightseeing flight with passengers, intent on meandering up the coast, making a Bravo transition, tootling around in the San Fernando Valley, then heading back south through the Bravo again and landing at, oh, say, KTOA. Any resemblance of this purely hypothetical flight to the V-03 is completely coincidental.
Can we request flight following for such a flight? --and in general, for any kind of VFR flight where we don't have a specific route route in mind, or it's going to be a long meandering route and maybe we don't even know what our destination will be when leave KSNA ("hey, I know: let's have lunch at XXXX!")?
If so, how do we make the request? Is it as simple as something like "John Wayne clearance delivery, Cessna 123AB, type is Cessna 172 slant golf, VFR departure to the north west, request coordination of a bravo transition and continuing advisories while we're maneuvering north of the bravo" ? Then, after we're done fiddling around in the Valley, call back and request a Bravo transition southbound, with flight following to KTOA?
-M.
Hi Mark,
I think this is a very good question; it highlights an important concept of knowing when to supply the right amount of information to ATC.
First, it is useful and informative for every pilot to know that airspace is separated into several sectors of control. Like an elaborate three dimensional puzzle, airspace is divided into several individual pieces that have vertical and lateral boundaries that often overlap and require planned coordination between controllers. Each controller is responsible for their specific piece of the puzzle, or area of control. For example, when you depart John Wayne, you would speak to a sector of SoCal Approach called "Beach," and depending upon your direction of flight and altitude, you may then speak to any number of other sectors like "Laker" or "Downe." As a pilot, these names are not pertinent since they are all referred to as "SoCAl Approach" or "SoCal Departure;" but, this gives you an insight as to the carefully coordinated construction of the airspace and the level of coordination and cooperation that is required by each controller working each scope.
You may be wondering, "Why the lesson in sectorization?" The reason why I shared with you this explanation is because it can help you, as a pilot, understand the quantity and quality of detail to give when making a request to ATC. Knowing that the controller with whom you are making the initial request is only responsible for a specific area of control, I would try to limit the request to the information that would be most important for the initial phase of your flight.
In the example you gave, I would call John Wayne Clearance Delivery and inform them of my probable destination and direction of flight, my request for flight following, and coordination of a Class Bravo transition. The direction of flight and probable destination helps the Delivery controller determine the appropriate takeoff instructions; the flight following request informs the controller that you will depart with SoCal Approach and remain with them until their sector's boundary; and, the Class Bravo transition request informs the SoCal Approach controller that further coordination with another sector will be required once you reach the edge of their area of management.
"John Wayne Clearance Delivery, Cessna One Two Three Alpha Bravo has Information Alpha, request a VFR departure towards the coast with flight following and the Coastal Route Class Bravo transition."
The type of equipment you have is not pertinent to the controller since you are flying under visual flight rules. Additionally, if you know what specific Class Bravo transition you would like (e.g., mini route, coastal, etc.), then I would detail that in your request.
As far as the rest of the information, I would reserve that until you progress to the next step of your flight. Once you are with Approach and receive the Class Bravo transition, I would communicate your intentions to the current controller and reserve any additional information until after you've finished that phase of your flight. Using visual reference points can be a useful tool in keeping your transmission short and informative.
"SoCal Approach, Cessna One Two Three Alpha Bravo, once clear of the Class Bravo airspace, we are headed to the San Fernando Valley and request further flight following."
Once again, you are now transitioning between sectors of airspace so it involves different controllers. The controller who oversees the San Fernando Valley is no longer the same person who works departures out of John Wayne. Do you see how communicating certain information to either of these controllers would be waste of time and airwaves?
Then, as per your example, once you are finished in the Valley and would like to return to KTOA, inform the current controller where you would like to go and how you would like to navigate.
"SoCal Approach, Cessna One Two Three Alpha Bravo, currently leaving the Valley, our destination is Torrance Airport and we would like to fly the Mini Route Class Bravo transition."
The key thing to know is that drastic changes in direction, and sometimes altitude, can result in a flight path that takes you through another controller's section of airspace. Using familiar reporting points and transitions will ensure adequate coordination with ATC so that they can appropriately plan ahead and speak with the adjoining sectors. Be specific with your intentions/requests and make them often.
Whether you are a pilot or a controller, I feel that each person is responsible for promoting and upholding a high degree of teamwork in order to make the NAS a safe and efficient place in which to operate. The more each side knows how the other works, the more understanding and cooperation can be cultivated.