In your situation:
Oakland Center, Aircraft Identification, Altitude
Oakland Center, Cessna 123AB, Level four thousand fife hundred.
See Aeronautical Information Manual, 5-3-1: ARTCC Communications.
b. ATC Frequency Change Procedures.
2. The following phraseology should be utilized by pilots for establishing contact with the ...
This depends on how you were instructed to change frequencies.
There three main ways this can happen:
Services Terminated ("dropped")
Bugsmasher 12345, radar services terminated, squawk VFR and try Podunk Approach on 123.45 for further advisories.
This happens to folks on VFR flight following when two facilities can't coordinate a handoff because of ...
As @RonBeyer notes in the comments Flight Following will drop you when you land. Generally (also as Ron notes) they will ask you to call the "field in sight". It really depends on where you are and what kind of air space you are in. Where I fly in the Northeast they typically drop you when you have the field in sight but its hard to stray to far from a ...
No, you wouldn't need to advise of changes if all that they instruct is "maintain VFR."
91.123(b): "... no person may operate an aircraft contrary to an ATC instruction in an area in which air traffic control is exercised."
It would depend on the instruction received. Let's say, after departing from class 'C' airspace, they told the pilot, "maintain VFR ...
(I've assumed you're asking about the US because you used the term "flight following". If you ask about regulations or procedures, please always tell us which country it is and use a country-specific tag if appropriate.)
Can you request VFR flight following for your local non towered practice area?
Yes. I did a tower tour at Huntsville, AL (KHSV) once, and ...
I have actually been in this situation a few times locally as I fly in and around the Philadelphia Bravo and usually take flight following for the advisories and incase I want a bravo transition.
Its important to note that flight following does not mean you are on an IFR flight plan or that you are under ATC vectors it simply means that ATC will give you ...
I would make the request as:
(controller) "N12345, Say your request"
(you) "N12345 request VFR Flight Following from Madison via the Joliet VOR to Cox Dayton; Altitude 5,500"
I don't think all the intermediate points matter, and I think the controller will quickly figure out what you intend.
They may ask for some clarifications, such as:
"Say your ...
Flight Following is intended to track your flight from time of activation to reaching your destination. It provides for ATC services which include traffic advisories, and emergency services. It is expected to terminate at point of landing.
That said, depending upon workload, some TRACONs will provide flight following which continues through approaches or ...
A VFR pilot typically advises ATC of altitude changes when outside B, C, and D airspace. Unless within B, C, or D, ATC only issues advisories and cannot "clear" or otherwises direct VFR traffic. One can argue they assume responsibility for your seperation the moment a direction is given. Very few controllers will accept that liability.
When in class B, C,...
The general procedure in Canada is the same as in the USA: to contact the nearest ATC unit and ask for a radar service.
For any VFR flight beyond 25nm from the point of departure it is mandatory in Canada to file either a flight plan or a flight itinerary before departure - (CAR602.73(2)).
The provision of radar service to VFR traffic is typically at the ...
Based on the UK Flight Information Services document that Dan helpfully provided in chat, it looks like they're different:
Available to IFR flights in class G
Available to VFR flights in class E and G
Provides information on "airspace activity that may affect your flight"
Pilot is free to manoeuvre as needed, unless otherwise "agreed" with ...
For the practice area, a better term would be "Request traffic advisories." Flight following implies receiving radar handoffs to subsequent controllers along your route of flight. The former involves only radar identification locally. The latter requires an entry into the National Airspace System to process the handoffs from facility to facility.