"Gene Whitt" wrote in message
.net...

Andrew,
There is RADAR and RaDaR. After a 40 year delay all of the S.F.
Bay Area non RADAR airports have a TV like system called BRITE. Bride
does give the towers a TV like screen that allows the tower to see the VFR
aircraft on radar with a readout of altitude.

What is displayed on a tower's BRITE depends on the equipment although I'd
be suprised if there are any not equipped with D-BRITE these days. D-BRITE
is a digital display vs the old long persistence TV version of the 70s and
80s. It has the ability to display all the info available to the TRACON.
What is actually displayed depends on what the SOP requires and what the
local controller prefers.

The antenna is usually so distant from the airport that it is not
certified to provide a transponder code nor separation.

Distance from the antenna seldom, if ever, has anything to do with the
information available for display or operational procedures applied when
usiing a tower radar display. See FAAO 7110.65 3-1-9 for more info of what
can and cannot be done wit a tower radar display.

I recently checked out Concord, CA tower's situation and found that the
radar is a two edged blade. In over 40 years as a radar-less tower there
has never been an ATC related accident at CCR. Nor has there been one in
the year BRITE has been in the tower.

The problem is that some of the tower people become reliant upon
a radar screen that has inherent weaknesses and errors. The visual
skills of the past become less required and proficient. The position
reporting skills of the pilot become more important.

This has been at issue for the more than 40 years since the first BRITE
radar systems were placed in towers. Some say it's an aid, some say it's a
crutch, some say it's something in between.

A week ago I was with a student in a C-172 where we made a call-up saying
that we were planning on a 45 endtry to the downwind. Immediately
afterwards a twin Commander made the same call. Neither aircraft was able
to find the other and the controller could not distinguish one from the
other since both were squawking 1200. The difficulty arose from the
perception of what constitutes a 45 entry. The Commander was closer to a
direct entry to downwind than a 45.

So what? You were both VFR. Neither of you were in the pattern yet. See
and Avoid.

By making a short approach we were able to help resolve the situation.

Not sure what needed to be "resolved?" Once the aircraft entered downwind
the controller should have issued any instructions necessary to establish
the landing sequence.