Scrot - And what have you got against our woolly cousins@Barra
The conflict would have been inside CAS. No an advisory route wouldn't make a bit of difference cos' no-one recognises them anyway, and you then have to provide a RAS which makes it even more onerous - fortunately you don't get too many 4 ship F3s hammering round the sceptic isle.
I agree that your radar cover is better, problem is you don't have a direct line to Dublin which can make it tricky to let them know of last minute heading changes, and for some reason we can't get your radar piped in, which would be a big help all round.
It is wonderfully easy to sit and pontificate after the event, ergo
"what about making life easy for the BUSIEST piece of airspace in the area ...should he have been doing things quite so far away ? "
FYI The West Coast sector runs from Stornoway right down to the bdry at NEVRI, so in fact depending on freq splits etc that might be the only sector he would have spoken to if he had routed direct. And contrary to popular belief, BEL zone is not always the busiest place around the sectors. As I said earlier, DUB was a damn sight busier and I was trying to give our esteemed MYT guaranteed continuous climb above the 180 crosser and the DUB stack
In these circumstances an extra 7 miles can be quite important to get ac above the stack and on a more tactical heading, especially as heavily laden holiday flights can be notoriously bad climbers.
We bend over backwards to give direct routings etc..when we can, but there are times when plan B comes into force. I would have thought you'd realise that. All I would ask you to consider is what do you think ATC at EGLL, or KORD would have said if an ac had taken that attitude ? I think I know.
I think we at ScACC deserve the same professional attitude.
Given the publicity recently about LCOs routing outside CAS (were the passengers aware? )
- and potential of aircraft ignoring ATC instructions, do you think pushyness is an appropriate manner ?
Auntie