I had to fly an NDB approach on my instrument check ride back in the early 1990's. After that, the only thing I used the ADF for was for radio station inflight entertainment. My airplane today doesn't have an ADF at all, like most aircraft nowadays.
Thanks for another great video. While NDBs are obsolete, it is a fun exercise to fly this departure and the skills learned can be applied for modern navigation e.g. Direct-To in OBS mode.
Another very interesting video. NDBs may not used now but I do remember using them (in simmulation) may years ago when navigation was rather different!
Got my instrument rating last week. None of the planes at my flight school have NDBs equipped. I feel like I got jipped. I like more old school stuff. Tracking ILS approaches on G5s felt like cheating.
One thing the glass cockpit does not do, is have a fixed azimuth. During my IFR written test back in 1989 there were two gauges. The DG (not slaved) and the ADF. It would depict a heading indication and a bearing indication to the NDB which had a fixed azimuth. You had to add the two together and if it was over 360 you would have to subtract 360 and that would be your bearing to the station. So with a heading of 300 and the ADF instrument reading with a pointer at 090 you would have to fly 030, (300 + 90=390. 390-360=30 or 030) to go to the station. I used to look at it at the station was 90 degrees right if my present heading. Kind of still do that with the bearing pointer with the G-1000. Another fun fact about ADF it was susceptible to twilight interference around sunrise and sunset and also would distort the signal as much as 30 degrees. The ADF would move the needle back and forth during lightning flashes when there was thunderstorms nearby. This is an inherent problem of the medium wave frequency. band of 530 kilocycles to 1730 kilocycles. (Old AM broadcast radio; used to hear the static during a thunderstorm. Can hearing as well on a CB radio).
@@PilotGery1 Never really understood what the BFO was for. I think it had something to do with a certain kind of station out in a very remote location. It’s stood for beat frequency, oscillator. One thing to mention, the NDB worked really well unless you were looking for Howland island.
Great segment, I used a few NDB approaches however I still have a question concerning the best method to do a timed approach or holding using a NDB. Would you propose a segment related?
Hello mate. Great videos. Could you do an idiots guide with examples of Pushing the Head and Pulling the Tail, I am really struggling with it. Nobody seems to do a decluttered multi example of this concept. Thanks in advance.
I also have a hard time imagining this and properly understanding. It seems every video out there doesnt explain it in beginner terms. I understand VOR and GPS/ILS/Loc perfectly, but NDB remains somewhat complicated cause the explanations arent simple.
I've flown around that area quite a lot. I think it's so remote they forgot that NDB was there, and also forgot to remove the procedure, so we get this video nobody has asked for :)
The glass cockpit ADF is more like the old RMI. It’s not a fixed card. It is a slaved Gyro and the pointer will always point to the station. It is easier to use than the old fixed card. You actually don’t need an NDB/ADF unit because the NDB station location is on the chart, you can use your GPS to fly the lat long waypoint.
@@aviatortrucker6285Don't believe that's true, since GNSS doesn't have the funneling that NDB have unless you are doing a GNSS based approach. LPV has pure funneling but LNAV does the 1nm/0.3nm reducing. We are taught when doing NDB approaches NOT to use GNSS for anything other than additional advisory.
@@glennwatson That is true. As an example where I am located near KJEF, ILS-30 approach depicts, an old LOM, (JE) which is essentially a NDB station but uses a “bone” pattern for the outer marker. This is also the final approach fix ALCOA. You can fly to ALCOA using the GPS, fly outbound, and then the procedure turn. You then must change your CDI to LOC to legally fly the ILS inbound to runway 30. One other thing is you can not fly any approach, ILS, VOR or NDB unless you have those radio based receivers. You can monitor with the GPS. Since GPS is more accurate, why use and radio based non precision approach at all? Minimums with a GPS, especially if WAAS equipped, and the airport has a LPV is way easier and more precise. Maybe for nostalgia?
I learned this in flight school.. if get the hang of NDB navigation. U can better predict how much intercept angle u need to to follow cwrtain Bearing/Course to any NDB,VOR, even GPS.. P.s unlike in sims.. NDB needle IRL dance a lot..as much as 20 degree.. so its kinda annoying to follow
X-Plane 11 & 12 have it in the standard C-172. The old radio with the BFO is also there. The azimuth can be rotated but it’s more fun to leave it at 360 and calculate the magnetic bearing based on your current heading.
