Right on CAP493!
Unfortunately the people doing the proposed changes seem to have missed another important point.
The controller can only provide the service to the best of his ability. The controller will decide to what extent the service can be provided.
Today for example I had 9 FIS on frequency, 2 RIS and 1 RAS which was inbound to the airport.
Due to activity 5 GA airfields, 3 Gliding sites and one parachute site the radar services were limited.
One FIS was informed that they were entering an area of high traffic density. He then requested RIS. This was provided as a limited service due to 'high traffic density, late warning of traffic from all around'. This increased the workload considerably as the pilot mingled with GA, Gliders and seemed confused why he was getting all of this information, sounding frustrated at the constant need to reply. It seemed that he didn't understand the service he was being provided with. Most the unknown aircraft continued to provide a 'definite hazard' to the RIS aircraft so more calls were needed to keep him updated.
Many controllers face similar situations each day. The proposed changes to the services will not change the way pilots fly or where they fly and will not change the need to limit services or even refuse Traffic Deconfliction service when the controller simply cannot provide the required sepatation.
The variation of service across the country is due to many different reasons which are local to a particular unit. Airports with class D airspace without LARS may refuse to provide radar services if the primary function of separating and sequencing arriving and departing IFR aircraft inside Controlled airspace is compromised. The authority cannot mandate the service 'shall' be provided without considering the effect to particular units and the effect on other areas of MATS 1.
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