“What this statement does now make clear is; if a pilot gets airborne into Class G airspace knowing (or having a very good idea) that he will be flying in IMC, he really needs to consider the implications of the controller being unable to offer a RAS (or Deconfliction service).
I think this is a great step forward for controllers as it makes clear that the risk assessment of flying in class G and IMC lies firmly with the pilot (or airline operator).”
With due respect GW you sound like a policy man, not an active controller. Have you provided ATSOCAS recently? In the civil world it is mostly provided to GA, not airlines though your comments appear to confirm that this process is designed as if airlines are the focus. The reality is that the majority of pilots out there jump into their aircraft and hope for the best. Does anyone really believe most of the pilots who avail themselves of these services understand exactly what’s going on, let alone will do any kind of risk assessment? The odd airline might but mostly we provide this to GA, who will be as confused as ever. Great step forward, I think not.