The point I was trying to make was that if the aircraft went direct to PB/PM then you would give it a FIS. Every time I requested this, even for the first one out early in the morning, whether it was a northabout day over the pond or not, the reply was ALWAYS "If he can accept a FIS..". I would quite happily work the aircraft at FL70 under a RAS whether he was direct or on the advisory route.
I
did notquestion whether you gave it a RAS on W5D, I would hope that you wouldn't give anything less, I questioned the service you would give the punter on a direct routing. The point that I was trying to make, perhaps rather obtusely, was that if it went direct under FL85, i.e.
NOT ON W5D, then I would provide a RAS and not the FIS that you would probably give, and therefore provide the customer with a better service than you would offer. If I was allowed to, I would give the customer the service at FL130 whether he was on W5D or not. Don't you guys think it is a bit ridiculous that the aircraft leaves PD, gets transferred to you then comes back to the unit 50 miles later? When there is someone sitting there in the same ops room qualified to give it the service, I would have said it would be better to leave it on our frequencies and not bother you with it. Sorry forgot all about demarcation...
Concrete.
Nah can't be ar$ed mate.
