fireflybob
Radar vectors to NDB/DME FAF are available but rarely requested. I note your points about 'extra RT chat' and 'standard 2 crew calls' but I thought the (UK) SRA procedures were designed to compliment this...'Wheels' check at 8-10 miles, landing clearance at 4miles, QNH/QFE at 3, MDA/H at 2 and final advisory height at 1 before lowest OCA/H
Radar is available most days at my unit and I've monitored some awful NDB approaches ranging from the 'artistic' to downright dangerous and, as you'd expect, I'll intervene if things get really scary but it still surprises me that pilots of modern jets/turboprops (eg Lear, Citation,Dash 8 etc. landing on a short runway) will soldier on with the archaic NDB (something they probably haven't done for sometime)when radar is available. On the few occaisions that I've flown in 'real' IMC, albeit single engine, single crew, I've always plumped for SRA on the basis that one of my Radar colleagues will be planning my circuit, telling me my track distance on every leg and has a far better chance of putting me on the centreline than me with a crappy ADF and an under-used IMC rating.
Max Angle
Maybe as you suggest, the accuracy of the SRA is in doubt. I'll admit to a few of mine that have had a passing acquaintance with the centreline but I'd bet my mortgage that 99% of mine and my colleagues' SRA's will put you in a position to acquire the appropriate visual reference and, more importantly, effect a safe landing when the cloudbase/vis are close to the minima. Admittedly, the lack of practice is a cause for concern, the 1/2NM SRA is, particularly, something of a dying art...but they ain't rocket science! Left a bit, right a bit etc. etc....a bit like riding a bike...you don't forget! It's also the only part of the job where there is an end product. There's a certain satisfaction in coming out of the darkened room to find an apron full of aeroplanes that you've spent the last 2 hours 'talking down'......"happy days, jumpers for goalposts"!