Originally Posted by
matspart3
The problem isn't just with pilots. There are certain ATC Units, who operate their Class D Airspace almost like Class A. I've had some very odd zone clearances before (hold here, orbit there), which I can envisage in plan form on the radar screen. The simple fact that I can see your ILS traffic and will easily avoid him if he goes around is overlooked and I'm afforded a 'Separation' that I don't actually need by default. TCAS and Mode S don't help these scenarios either. This problem will get worse, particularly as NATS feed their new ATC recruits straight into Approach Radar, with minimal instruction or expereince of either GA, VFR or the dreaded mythical world of Outside CAS!
I think this is a big element of the 'automatic GA reaction'. The system in the UK seems designed to encourage controllers to provide Class B like service in a number of Class D zones - Which for Manchester and a few others may actually be correct. However, most of the Class D areas are not very busy and providing the service as specified in the standard (i.e. just traffic info on VFR) would make the controllers life much easier, make the airspace much more accessible, be overall cheaper for society, and would mean that smaller airfields could justifiably have a Class D zone. Even after nearly two decades in the UK, I am amazed at the difficulty some small regional airports have slotting in transits. When I learned to fly at KHPN (some 200,000 mostly IFR movements a year!) there were very few occasions when a transit was not approved.
I also, have never gotten comfortable with the concept of me being on an ILS into a Class G airport with the knowledge that somebody else could perfectly legally be orbiting in IMC at the outer marker with out talking with anyone!