>>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<<
matspart3 - probably part of the answer to this is that because, in general, SRAs are rarely flown by (civil!) pilots the preference is towards pilot interpreted approaches. There are quite a few standard call outs on the approach (as to why - well that would be the topic of another thread!) and, my observation on a radar approach, is that these calls are invariably omitted.
On reflection though, I think you are right to say that radar should be the preferred option for the reasons that you list.
I have spent many a midnight hour in the back of the simulator watching pilots make a hash of NDB approaches. I say this with all respect because I have done the same! The fact is that we are often out of practice because often it's either an ILS or Visual!
We seem to be all getting less and less familiar with radar approaches. Years ago (yes quite a long time ago!) when I was learning to fly on the Chipmunk at a Midlands airport we often rounded the trip off with an SRA to .5 mile. We got a lot out of it and so did ATC. But then when ILS came along a lot of this went out the window!
Finally, another factor in the equation is civil/military divide - If you are ex military you have been brought up on radar and are therefore, I would respectfully suggest, more likely to use this option.
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