Using a RIS/Flight following.

[Mark1234]

Ok, so after stirring up the CTAF thread with silly questions I have another:

What happens with using a RIS? Having looked quite hard I gather I can, on the area frequency "Request flight following (with a position and intentions report)". Assuming 'controller workload permitting', I will be 'identified' and may (or may not) get assigned a transponder code, and thereafter will be informed of any conflicting traffic, noting that not all traffic may be radar observable etc., and the onus remains on me to see and avoid. Oh, and I must stay on the ATS frequency.. At some point I will likely be told 'radar services terminated', from then I'm on my own again.

However, nothing is mentioned about what happens in between times? Do I just swan about the sky as I please (taking care of VFR levels and such), do I need to report / request climb and descent? Do I need to be flying an accurate (planned) route, or perhaps just wallying down the coast looking at the scenery?

And I suppose lastly, does anyone get a RIS, or is controller workload pretty much never going to permit?

Cheers.

[FullySickBro]

Mate it been years since I've done it but remember once shooting down the lane of entry in Sydney towards Bk on a charter and asking for it. As it was fairly quiet on frequency and it was on a flight plan so he was good about it and gave me info on a couple of paints.

I would think work load permitting would also entail 'patience' permitting and if you were to start swanning about it erratically the controller would simply terminate services as he does not know your trajectory and therefore cannot give an accurate indication of traffic.

Just a thought and definitely not based on anything concrete... :}

[VH-XXX]

I've used it plenty of times with success and sometimes out.

If there's one thing that stands out is that I think they should assign you a discreet transponder code that STICKS WITH YOU FOR THE FLIGHT. Surely they won't run out of codes as not everyone would ask for it. That way when you fade from radar and are terminated and you fade back in again they instantly know who you are again. This could remain all day.

Same goes for parachuting aircraft, why not assign a code for the while day?

[alexthepilot]

i think abit of common sense needs to be applied here. the controller is probably going to ask for your intentions unless you have already given them in relation to your track/route. you should stick to your flight plan but im sure little deviations such as orbits etc are fine, but dont just decide to fly somewhere else as controller is going to be like whats he doing...?? also obviously if in class G no clearance and you would not have to request a different level if you so needed. lastly if the controller sounds busy with lots of R/T then it's probably because he/she is in which case leave them alone. if not im sure be happy to lend you a him.

[Mark1234]

I should clarify - I don't mean truly zapping all over the place, but for instance, running down the coast, rather than tracking perfect straight lines from pt A to pt B. I can apply a little common sense!

That said, I have seen a RIS used during aerobatics where we informed that we would be conducting aerobatics 'in the vicinity of X between 3000 and 5000ft'. Which seemed like a damn good idea to me! But that was in the UK.

Also, yes, off in G (and even E), I don't have to request levels generally. But again common sense would suggest to me IF you're getting radar services, there would be some form of interaction with ATS.

For those that have used it, I would appreciate an example or two of how it works / the comms involved in practise.

Cheers.

[Ando1Bar]

Basically,

You request flight following (after giving position & intentions, as mentioned, a flight plan helps)
You are identified and given traffic information
Once you reach the controller's boundary he/she asks you to contact the next controller e.g. "ABC, contact Centre 123.0"
You contact the next centre controller "BN Centre, ABC maintaining 6500"
They will pass on traffic information if there is any, otherwise they may reply with just your callsign.
You let them know when you are descending or changing to the CTAF.
Identification services terminated.Transponder code lasts until your landing (full-stop).

Works very well, although I don't use it often these days. However, I have been significant traffic to another VFR pilot using flight following and traffic information was given which avoided conflict.

Depends on workload - don't be that person asking for it when the controller is working their ass off early morning/late afternoon.

[ForkTailedDrKiller]

Jaba and the mad Dr departing YBTL enroute to Perth in the FTDK

Jaba: Hey Doc do you ever use Flight Following?
Dr: Nah Jaba, tried it once and they told me to bugger off. I'm ususally on an IFR plan anyway!
TL Appr: XXX, approaching control zone boundary, where control and radar services terminate. Bne Centre is available on 122.55.
Jaba: I use Flight Following all the time - watch this!
Dr (thinks to himself): This will be interesting!
Jaba: Bne Centre this is XXX, VFR Beech 35, 30 miles NW of TL tracking 300 at 4500, request flight following.
Bne Centre: XXX, Bne Centre, flight following not available at this time.
Dr: Good one Jaba!

Dr :8

[topdrop]

Ando1Bar is basically correct. At the sector boundary, you should be told "Identification Terminated. Frequency change approved". If you want flight following to continue, you should reply "Request Handoff for flight following" You'll be told to Standby while the controller coordinates the request with the next controller and if they can accommodate you will be given frequency transfer instructions.
Something else to be aware of (for those that have submitted a flight plan), the flight plan doesn't get sent from briefing into the ATC system for VFR aircraft unless part of the operation for that leg is in controlled airspace (Class C or D) and sometimes not even then e.g. departing a CTAF for another CTAF, but it's not obvious that you will be transitting CTA for part of the flight.

[QSK?]

I have taken advantage of flight following often when flying around the Port Philip Bay area. Great service from ATC, particularly when flying fast moving twins under VFR, and I have never been refused a request for the service. Good work to the guys/gals from ATC; we, pilots, really do appreciate your efforts.

[No Further Requirements]

From an ATC perspective, if you are getting a flight following service, how can we tell what relevant traffic there is if you don't advise your intention to climb/descend/orbit/divert?

For example, I had an aircraft getting a flight following service one day just start to climb. I thought I'd just watch it and see what happens. He climbed 2000ft and at no stage advised of his intention to do so. This negates the whole purpose of the service. What if there was someone above that I had decided was not relevant as they were 2000ft away? I pointed out to the pilot that I cannot provide the service if he did not advise of any change of intentions.

Please feel free to use the service, but also be aware that you have a responsibility to let the controller know if you are going to do something other that what's in your plan or what you told the controller when you first asked for the RIS.

Cheers,

NFR.