Norcal Approach
Norcal Approach , formerly Bay Approach, was  for many years was is located near hanger 10 at Oakland airport. It has multiple backup computers and two radar antennae. The #1 radar is at Oakland Airport adjacent to runway 29. The backup is at Moffett Field. The primary region of Bay Approach is the San Francisco Class B airspace which overlies the Oakland Class C airspace and part of the San Jose Class C airspace. Some of the sectored frequencies overlap. The call is always, "Norcal Approach". The frequencies and sectors are on the sectional's frequencies list and shown in appropriate (blue/magenta) boxes on the San Francisco Area chart.

Oakland Center
Oakland Center is based at Fremont on the sectional it is coded as ZOA. Parts of it have been incorporated into the new Norcal site. It has triplicate back up computers and remote communications lines from the Oregon border to Bakersfield, East to Utah and half way across the Pacific. In many instances you must be at certain minimum altitudes to establish radar contact. You may be able to communicate and still not be high enough to be in radar contact. Each sub-region of Center's airspace has a discrete frequency. ZOA frequencies are not on VFR sectionals.

Military Radar
Most military bases offer civilian radar service. The area may be sectored by frequency. The frequencies are available in the sectional frequency list. Call up would be as, "Travis Approach". Most of these services are limited as to altitudes. If you are climbing, you may well be handed off to ZOA (Oakland Center) after passing through a given altitude.

ATC Radar Accountability
ATC radar is used by the controllers to expedite the movement of traffic. The system is designed and operates for the convenience of ATC. The individual pilot becomes insignificant and can only be assured of the benefits of radar by being both proficient in communication and aware of the limits of radar. Radar contact occurs when ATC has identified you on the PPI display scope. Radar contact in no way relieves you of your responsibility to see and be seen and to avoid flight into terrain. While you are expected to comply with any assigned headings and altitudes, you are also obligated to question any such assignments that you deem hazardous.

ATC does not provide VFR flights with terrain separation. Terrain avoidance is a pilot responsibility per FAR 91.119. VFR pilots should never expect ATC to provide any warnings about terrain. Night VFR, off-airways, or marginal VFR conditions under FAR 91.103 require special planning.

ATC radar does not show terrain. Blocks of airspace have Minimum Vectoring Altitudes (MVA) that can be displayed. These are IFR altitudes that allow 2000' in mountains and otherwise 1000' terrain clearance. VFR flight below these altitudes is relatively common but radar has no specific knowledge of terrain below the MVA. If you have Mode-C on your transponder radar may have Minimum Safe-altitude Warning (MSAW) or Low-altitude Alert System (LAAS) but this is often MVA and no lower.

Radar advisories can be terminated to VFR flights just on the say-so of the ATC specialist. There are some automatic terminations that apply to IFR flights but can be applied to VFR situations. It is very possible that a VFR flight may just be dropped from the system without the pilot ever being told. You should have some general idea of the region and altitudes for a given radar facility. If you have not been in communications for a while, just ask for a radio check. You may have flown off the scope without being noticed. Never leave a radar communication frequency without advising ATC.

ATC radar facilities primarily provide IFR to IFR separation. Secondarily, they will give VFR traffic advisories, navigational assistance, weather information, vectoring, ground speed and safety precautions as work load permits. The VFR pilot is responsible for traffic avoidance but ATC will "take over" if a collision risk exists. VFR flight following is not a substitute for a clearance into Class B or C airspace. When radar coverage does not reach, flight following ceases. There are no VFR separation standards and altitude bust may result only in ATC giving you the current altimeter setting as a gentle reminder. With sufficient altitude you can get flight following anywhere in the U.S. Even at relatively low altitudes you can get it in the non-Sierra part of California.

VFR Radar Advisories
Initial Call-up in Class C and B Airspace
Basic callup
In most situations the frequency and controller for approach or departure will be the same. The call up to approach or departure depends on whether you are coming or going. Your first call is brief; who you are talking to and who you are. If you received your transponder code while on the ground, your call-up gives only who you are talking to, your identification and altitude as level, climbing or descending.

Getting a local ATC radar frequency is not always easy for the VFR pilot. It may be listed in a blue box for Class B airspace and a magenta box for a Class C. You may need to request it from a nearby tower or FSS. The FSS frequency may not be the correct one for your sector of radar coverage but it will get you into the system. You could get old IFR charts and plates as a source for radar frequencies. The way you make contact with a radar facility makes an impression that is likely to affect the service you receive. It shouldn't but it does. The initial contact, unlike that to a tower or an FSS, should give only the name of the facility, your full call sign, and possibly "over". You will understand the 'why' of this better if you visit a radar facility. Until then just do it.

When the controller returns your call-up, you give again your full identification, type of aircraft, /(slash code) position (departure point), altitude (final altitude), your destination. To do this well you should practice before initial call-up. Giving the destination lets the controller select a code that lets other controllers up the route know where you are going. The better your flight following radio procedures, the better you will be preparing for your IFR rating and the better overall radar service you will receive.

Under VFR flight following you must be assertive and in charge of your flight. Do not rely on the controller to tell you to climb, descend or make a heading change. You just state that you and doing so, and do it. If it makes a problem for him he will so advise by making a "suggestion". If you get confused or into trouble, admit your difficulty and state your willingness to accept help. 20% of ATC controllers are pilots many at commercial level or better.

The altitude limits of radar means that just when you need it most, it will not be available. Much the same limits exist for radio communications. If you are in conditions that put you both below ATC radar and communications, it is time to get on the ground. Many FSS or Flight Watch frequencies can be used through remote outlets where other ATC frequencies are not available. It never hurts to have another radio frequency option along your route.

ATC can cancel VFR advisories/following at any time. Should this occur because of lost radar contact, you should ask for the next available frequency that can resume these services along your route. Most often altitude will be the limiting factor as when flying the Sierras or other remote areas. You can monitor the frequency you just left or expect and get some idea as to the altitudes and conditions experienced by other aircraft. Center frequencies are not usually available to the VFR pilot but can be obtained from IFR charts for VFR use.

Since VFR difficulties can develop into emergencies, a VFR pilot must know how to get ATC radar assistance and its limitations. ATC cannot tell the pilot what to do; the pilot must make all decisions. ATC can advise or suggest only. A pilot can request MSAW (minimum safe altitude warning) or LAAS (low altitude alert system) assistance but beyond that radar is limited by the system display to providing MVA (minimum vectoring altitude) as the 'safe' altitude. An individual controller may not have sufficient knowledge to vector you to successively lower MVA sectors and it doesn't hurt to ask.

Finding an ATC Point Out
Look at least 30-degrees to each side of the call

Radar call-ups only after initial contact of:
F -facility
I -identity
O -over…

IPAI/DS (pronounced eye-payds)
I - identification (call sign)
P - position (15mi sw BWI)
A - altitude (level 3000, or 4500 for 7500, etc.)
I - intentions (landing BWI) *OR* D - destination
S - squawk code

or

Use the acronym PACER for just a flight following call-up
P - Position
A - Altitude
C - Conditions (VFR/IFR)
E - en-route
R - Request

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