co naprawdę potrafi radar RSP jakw Smoleńsku
jest to radar bardzo starego typu ( PAR)
dla którego standard( zasady działania) ustanowili Amerykanie w koncu lat 40.
ale ten radar może wiele
w konkluzji tego raportu angielska komisja powypadkowa
że gdyby lotnisko bylo wyposazone w radar typu PAR to kontroler lotu z pewnoscia zauwazyl by niebezpieczną tendencję schodzenia samolotu poniżej ściezki i ostrzegł by pilotów
.(. no chyba że to by byl kontroler rosyjski- mój komentarz))
niestety na lotnisku Gatwick radar PAR usunięto w 1968 roku...
Report on the Accident to
Boeing 727-112C YA-FAR 1.5 miles east of London (Gatwick) Airport on 5th January 1969
Precision Approach Radar (PAR) was permanently withdrawn from-operational service at Gatwick airport on 8 February 1968. Before that date PAR would monitor aircraft carrying
out ILS approaches whenever the cloud was 300 feet or less or the RVR was 1,100 metres or less. The RVR at the time of the accident was 100 metres and if the facility had been in use YA-FAR's approach to Runway 27 would have been monitored. The precision radar controller is required to warn the pilot when the aircraft goes outside the safe approach funnel and particularly if it descends below the glide-slope. The safe approach funnel is defined as 'a funnel subtending approximately 0.5 degrees above and below the glide-slope and approximately 2 degrees either side of the final approach track'. If an aircraft remains in the funnel a successful visual landing may be reasonably expected. If an aircraft drifts laterally out of the funnel or its movement from the glide -slope centre line indicates that it will shortly go below the funnel the controller would immediately inform the pilot. If the pilot did not subsequently adjust his rate of descent and the aircraft continued to descend below the glide-slope the precision controller would advise the aircraft to maintain its present height or to climb, according to circumstances.
On the approach that ended in the accident, YA-FAR kept well within the safe approach funnel and on the glide-slope until it had descended to a height of about 1,000 feet approximately 3.75 miles from touchdown. Then the rate of descent increased.
If the approach had been PAR-monitored the controller would have been alerted at this time to the possibility that the aircraft would shortly go below the funnel and he would have advised the pilot of his deviation from the glide slope and then, if he did not adjust his rate of descent, to maintain height or climb.