Thanks chaps for the answers so far.
I can appreciate the arguments creaping in here about the "fly level" and "make it like an ILS" sort of problems, but I was just after a few names of WHAT CARRIERS IN THE UK add 50' to the MDA, when forced to do an NDB.
On passing, during my career (38 years) I had both the "fly level" operation and then the new thinking "pretend it's an ILS" so I know where the thoughts are coming from.
I know you must follow your company SOP's and of course any Commander can add a sensible ammount to both the Altitude and indeed the RVR to make his own limits on the day, no matter what the "plate" says. I have done it during TS's in Eastern Block countries (where the quality of the NDB flights checks are perhaps questionable)and where the arbitory minima presented makes little sense on the day.
I just want to know why there is a question mark over the 50' add-on between companies, and what companies say YOU MUST add this 50 feet (using "pretend" GS angles > 3.4 degrees).
Looks like a gap in CAA approvals for the AOC in terms of the NDB approach ?
For instance FIREFLYBOB says, "it depends how you fly the approach" - with respect, I have not seen that in any CAA / Company Ops Manual. One day you might like to "fly-level" at MDA, the next "I'll pretend it's an ILS" and add 50'.
Don't get me wrong FFBob, your information did help, but you see where the problem arises.
Best wishes,
TG