SMA GIVEN SQUAWK THEN RADAR CONTACT FOR FLT FOLLOWING AND ARSA TRANSIT. AT 5 TO 6 MI FROM ARPT TOLD SQUAWK VFR AND RESUME OWN NAV. UNABLE CONTACT TWR UNTIL 3 MI OUT.

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I WAS ENRTE FROM LVK TO HWD; AND CALLED BAY APCH FOR FLT FOLLOWING. I WAS GIVEN A TRANSPONDER CODE; AND INFORMED OF RADAR CONTACT. WITHIN A FEW MINS; THE CTLR TOLD ME TO SQUAWK VFR AND RESUME OWN NAV. I WAS THEN ABOUT 5 OR 6 MI FROM HWD; AND INDICATING OVER 130 KTS. I IMMEDIATELY ATTEMPTED TO CONTACT THE HWD TWR; BUT THEY WERE QUITE BUSY; AND DIDN'T ANSWER UNTIL I WAS ABOUT 3 MI OUT. THE TWR ASKED ME TO CALL THEM; AND I WAS ASKED WHY I DIDN'T REMAIN OUTSIDE THE ARSA UNTIL CONTACT WAS ESTABLISHED. I HAD BEEN EXPECTING A HDOF FROM BAY APCH; WHICH THEY HAD NOT DONE. I FEEL THAT THE ABRUPT MANNER OF CUTTING OFF RADAR SVC; WITHOUT ADEQUATE TIME TO CONTACT THE TWR; AND THE FAILURE TO HAND ME OFF TO THE TWR WERE SIGNIFICANT FACTORS IN MY VIOLATING THE ARSA. IF THE APCH CTLR HAD NOT ACCEPTED MY FLT FOR FOLLOWING; OR IF HE HAD CUT ME LOOSE 9 OR 10 MI OUT; THERE WOULD NOT HAVE BEEN A PROBLEM. ALSO; IF HE HAD SAID 'CONTACT THE TWR; AND REMAIN OUTSIDE THE ARSA UNTIL ESTABLISHING CONTACT' IT WOULD HAVE ALERTED ME TO THE TRUE SITUATION. I BELIEVE RELEASING A PLANE TO VFR IN CLOSE PROX TO AN ARSA OR CTL ZONE; WITH MINIMAL INSTRUCTIONS; IS NOT CONDUCIVE TO SAFETY. ALSO; TWR ADVISED ME THAT THERE HAD BEEN ANOTHER PLANE ON AN INTERCEPTING COURSE; THOUGH I PERCEIVED NO REAL DANGER.