bizjetdriver142:
Reno is not a very good example because the HAT (TERPs for Height Above Touchdown) is so high. More typically, a U.S. air carrier airport would have an NDB HAT of 500 to 700 feet.
Final approach speed at Vref +10 and flaps 15 would probably be more on the order of 135 to 140 KIAS. When becoming visual we would select Flaps 30. The reason we used Vref + 10 and flaps 15 was to provide for the "Drive" portion of "Dive and Drive." If you had to run the time out chances are you were going to miss the approach even if you got a glimpse of the runway at the last moment. Lots of discipline required. And, with an NDB IAP the runway might be seriously offset. (At Reno that wouldn't be the case if you had two ADF receivers and thus could lock-step them, but only our international 707s had two ADF receivers.)
Also, most U.S. NDB IAPs that were not associated with an ILS runway would have only one NDB. The Reno runway shown on the chart also had an ILS, thus the LMM.
Here is a photo of an RMI. The VOR/ADF selectors are at the lower left and right respectively.
RMI (Radio Magnetic Indicator)
And, as others have said, Dive and Drive went out in later years.