The missed approach point is defined by LMM. Hence, a timing DICEY inbound is relevant only to a calculated decision point prior LMM, since you would have a hard time losing 1500 feet AGL in 0.5 nm from overhead LMM to the threshold. Or if LMM is unserviceable.
SPK outbound, however must be timed, as Brit312 correctly states.
Doc 8168:
3.2.2.3
a) 45°/180° procedure turn, starts at a facility or fix and consists of:
1) a straight leg with track guidance. This straight leg may be
timed or may be limited by a radial or DME distance;
(Radial or DME not available in this case. Timing normally 1-3 mins) 2) a 45° turn;
3) a straight leg without track guidance.
This straight leg is timed. It is:
i) 1 minute from the start of the turn for Category A and B aircraft; and
ii) 1 minute 15 seconds from the start of the turn for CategoryC D and E aircraft; and
4) a 180° turn in the opposite direction to intercept the inbound track.
Like BOAC, I too fail to see what's difficult here. Only thing that complicates things compared to the present day NDB approaches that we regularly fly here in Europe and particularly the neighboring regions, is the lack of DME. However, stating a stopwatch shouldn't be that difficult.
