I doubt many private pilots know even a bit of the story. But here's your chance to set the record straight. Why not tell us all about it?
In all honesty I would love to write more than I do here on some subjects but even under the veil of anonymity that PPRuNe does, to a degree, provide there's only so far one can go before the breaching of one's conditions of service is a significant issue. Delving deeply into operational procedures from the MATS Pt 2 is a bit too far.
The bottom line, when it comes to transits, is that UK Class D is often over controlled when you apply the strict definitions of the level of service/separation between IFR and VFR that is actually required by the rules.
There are also good reasons why it's over controlled that have been explored here more than once before. In short "duty of care" and also the need to provide avoiding action to the IFR traffic against any VFR traffic if it should request it, not tenable in busy airspace.
With a PPL hat on I might feel hard done by, with an ATPL hat or commercial pax hat on I might be more understanding. To go back to one of Fuji's posts, the great unwashed might not be too impressed to know exactly what separation, or lack thereof, is actually required between their B7** and a passing Cherokee inside what is meant to be
controlled airspace.
Whatever, the "but I was only following the rules" defence probably wouldn't stand up very well in court.
When it comes to transits I'm actually quite sympathetic really, but I'm also realistic. Many times the difference in track miles/time is minimal between increasing your own and ATC's workload by requesting transit compared to routing round the outside. If there's a major saving to be had, of course. If not, why bother?
I also have certain other opinions relating to our performance/attitudes as a company but, due to their nature they're not ones that I'm going to go in to on this particular forum. Rather I need to progress them internaly within the company.