Originally Posted by chevvron
Could be due to the fact it's an Approach Radar only unit, with pilot interpreted procedures only for use if there's radar failure.
NB I believe all NATS airports are 'radar only'
ILS is a pilot interpreted approach aid. Are you saying that the ILS is only for use in the event of radar failure?
Perhaps someone at Luton has the same idea!
As for the practicalities;
The SRA 26 has the same RVR and MDA as the NDB. The missed approach point is at 1nm for the SRA and at the threshold (based on timng from LUT) for the NDB.
Using the constant descent profile, we will be going round between 1 and 2 miles at the same height anyway on either procedure so it makes little difference in terms of getting in.
From an ease of operation, I think having radar give ideal altitudes every mile works better for me than having to work out a timing from LUT and "suck it and see"! One will also have the NDB as a crosscheck during the SRA.
So my question is....why the fuss?
Regards,
DFC