I think this is all about reasonable priority.
As stated above, the paragraph that Flower referred me to, seems to give priority to aircraft on a flight plan following a normal routing. It does not give priority to Commercial, Heavy, IFR etc traffic. At least not as far as I see. I could be wrong.....this is new to me.
As someone who routinely flys with a flight plan (almost all of my flights have a flight plan), it would seem that I should be given equal priority to the commercial traffic. This isn't what happens in practise.
What if every GA flight, filed a flight plan, and followed "normal routings", would we all be treated as equals? Unlikely, or that is what everyone would be doing now.
I think the problem is two fold.
1. Many PPL's have never routinely operated from a controlled field, and are a little frightened of ATC. They plan their flights to remain in Class G, so that they don't have to talk to "big professional ATC", but are happy to call the radio at a local grass strip. This needs to be better covered by the PPL training, and also the PPL's themselves need work on their post skills test experience.
2. ATC providing instructions outside controlled airspace, that prioritises CAT over GA, and refusing transits (or delaying so much that it amounts to a refusal). Most GA pilots would be happy to accept a request to turn a little bit, or climb/descent a little to accommodate someone else. Being told to orbit while someone else goes through (in class G) is a little much, and likely to result in the pilot (not unreasonably) not calling next time.
More freely available RIS would defiantly encourage pilots to call (and hand overs). However I understand this is a manpower issue, and not necessarily in the power of the ATCer to solve.
dp