NDB approaches in light aircraft
Avoid imitations
Join Date: Nov 2000
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Years ago, in Germany, we were required to transit IFR (DOM - BOTTROP - LIMA?) between Gutersloh and the “Clutch” airfields (Wildenrath, Laarbruch and Bruggen).
It was quite tricky, bearing in mind that the route included an NDB and our aircraft didn’t have a receiver (or, for that matter, Mode C, only a single non Y channel VOR and a separate DME). We used to get marked out of ten for our DR by some Clutch Radar controllers because it didn’t take them long to suss it out that we had to bluff our way along.
It was quite tricky, bearing in mind that the route included an NDB and our aircraft didn’t have a receiver (or, for that matter, Mode C, only a single non Y channel VOR and a separate DME). We used to get marked out of ten for our DR by some Clutch Radar controllers because it didn’t take them long to suss it out that we had to bluff our way along.
It’s interesting to see this thread resurrected.
I remember when I was learning instrument flying, I got pretty good at flying NDB holds - “triple the drift on the outbound leg” and all that stuff.
However I found tracking outbound from the beacon very difficult until my instructor pointed out that once you crossed the beacon on final approach, don’t change the heading. You will be close enough to see the runway environment when you break out at the MDA.
I remember when I was learning instrument flying, I got pretty good at flying NDB holds - “triple the drift on the outbound leg” and all that stuff.
However I found tracking outbound from the beacon very difficult until my instructor pointed out that once you crossed the beacon on final approach, don’t change the heading. You will be close enough to see the runway environment when you break out at the MDA.
Ah, those were the days! My ex-CFS instructor said if I could fly NDB approaches and holds I could fly any procedure. I used to practise under the screens dozens of times (with a safety pilot) using the local radio station which was six miles away. Eventually I could fly a few holds, descend in our own procedure and 'break cloud' at 250ft in a position to make the main runway. After that the IR with its 500-600ft DHs was easy. Aerobatics were taught for similar reasons, I was taught to recover from unusual attitudes (IMC or visual) and even more important, not to get into them in the first place.
I'm sorry to see that these old-fashioned skills are no longer being taught, though with today's congested airspace and eye-watering costs it's no wonder. They would have avoided the two stall-spin fatal accidents in our local area within the past five years but weather-related accidents still seem to top the listings.
I'm sorry to see that these old-fashioned skills are no longer being taught, though with today's congested airspace and eye-watering costs it's no wonder. They would have avoided the two stall-spin fatal accidents in our local area within the past five years but weather-related accidents still seem to top the listings.
I still insist our IMC students get taught at least the basics of ADF/NDB, even though it's not a requirement. After all, should an IMC holder be backed into a corner and have to do a procedural ILS in the UK (without any GPS) he or she would need to make a fist of flying outbound with the magic needle. To that end, virtually all of them agree to doing a couple of NDB approaches during the training..
Well done for teaching the basics, sir, but Desmond (ex Catalina WW2 instructor, ex CFS postwar) also warned that a little learning can be dangerous too. I thought I had it sussed but after a dozen exercises I realised I hadn't, and it took plenty of practice in my own Arrow with our handy radio station until I became proficient, though all I had was the basic ADF equipment -- no way could I have afforded an RMI. With today's flying costs plus approach fees and landing fees I could just about afford flying to the beacon and back to land again.
Looking back over decades since then I think the IMC rating should be regarded as minimum to get oneself out of IMC or even better a good fright so one avoids it in the first place. I knew all about icing until the first time I encountered it for real (one inch a minute) at FL80. As the engine shook itself out of its mountings and the controls became sloppy I was absolutely terrified even though I knew FL was around 3000ft where it thawed in seconds and I never risked going near such conditiions again. Not so a friend with the IMC rating who set off in his RNAV-equipped Cherokee 180 with an offset waypoint, whatever that was. He evidently did not know either as they found him next day on a foggy hillside, fortunately without the three passengers he was due to collect in his pre-Wingly charter operation.
Looking back over decades since then I think the IMC rating should be regarded as minimum to get oneself out of IMC or even better a good fright so one avoids it in the first place. I knew all about icing until the first time I encountered it for real (one inch a minute) at FL80. As the engine shook itself out of its mountings and the controls became sloppy I was absolutely terrified even though I knew FL was around 3000ft where it thawed in seconds and I never risked going near such conditiions again. Not so a friend with the IMC rating who set off in his RNAV-equipped Cherokee 180 with an offset waypoint, whatever that was. He evidently did not know either as they found him next day on a foggy hillside, fortunately without the three passengers he was due to collect in his pre-Wingly charter operation.
BBC 'Field Find'
Many years ago the BBC (I think it was) use to produce a nice little blue book with all their radio frequencies (and locations).
Not exactly to be used for a min app aid, but very handy to 'assist' a 'field find' in locally poor conditions in a strange area.
However one must bear in mind the various 'limitations' of this non vhf aid which the Nav instructor at Oxford would confirm 'always pointed to the nearest thunderstorm'. Has its use's if used with care, but really only a cloud break with a high min. Good training for single pilot workload, as once mastered sets you up for the future.
Not exactly to be used for a min app aid, but very handy to 'assist' a 'field find' in locally poor conditions in a strange area.
However one must bear in mind the various 'limitations' of this non vhf aid which the Nav instructor at Oxford would confirm 'always pointed to the nearest thunderstorm'. Has its use's if used with care, but really only a cloud break with a high min. Good training for single pilot workload, as once mastered sets you up for the future.
