Which is the Most Challenging NDB Approach>
Join Date: Mar 2000
Location: Live in Taupiri, Waikato, work in the big smoke, New Zealand
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I always thought Kaikoura was an "interesting one"...particularly if you take into account the terrain on the nose!!
http://www.aip.net.nz/pdf/NZKI.pdf
http://www.aip.net.nz/pdf/NZKI.pdf
Join Date: Aug 2006
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Alice Springs would have to be the hardest. 2 NDBs, Timed missed approach, an altitude limit, only circling to land with a right hand pattern and a procedure turn. I don't think there is another one in the country that has all that in it! Launceston is similar but at least there you have the option of a straight in approach if you get visual early enough.
Last edited by ga_trojan; 1st Apr 2009 at 01:36.
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maybe not mega difficult but philip island YPID:
http://airservicesaustralia.com/publ...IDNB01-116.pdf
has an outbound leg based on groundspeed which can be interesting getting down to the minima in a roaring westerly with a student at the controls and an instructor covering dials and pulling engines
http://airservicesaustralia.com/publ...IDNB01-116.pdf
has an outbound leg based on groundspeed which can be interesting getting down to the minima in a roaring westerly with a student at the controls and an instructor covering dials and pulling engines
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The Wynyard(Tas) rwy 27 ndb using Devonport dme always had me working as the dme counts upwards when inbound on the final segment, sounds simple but can get nasty on a dark and stormy night after a long day.
Join Date: Nov 2007
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dantanna, what you described (YPID) was exactly what I flew on my initial. I even had to circle with one engine. The fun part was the go-around - lots of rudder !
Melbourne rwy 16....
because right now you've gotta do it.
LNAV/VNAV helps.
But what about A380s? I heard that they don't have ADFs. Fair enough, they're obsolete equipment, but when the localiser is taken out and there's no RNAV.....
because right now you've gotta do it.
LNAV/VNAV helps.
But what about A380s? I heard that they don't have ADFs. Fair enough, they're obsolete equipment, but when the localiser is taken out and there's no RNAV.....
Gidday apache.
Remember one dark and stormy night when we lost RAIM just before the FAF on a certain South Coast RNAV approach? Missed approach followed by the NDB to minima, then a circle to land in black drizzle over a featureless ocean onto final, without slope guidance! It's the unexpected ones that get your attention. C'mon mate, you do miss it don't you.
The bummer was, it was my leg!
Remember one dark and stormy night when we lost RAIM just before the FAF on a certain South Coast RNAV approach? Missed approach followed by the NDB to minima, then a circle to land in black drizzle over a featureless ocean onto final, without slope guidance! It's the unexpected ones that get your attention. C'mon mate, you do miss it don't you.
The bummer was, it was my leg!
Last edited by KRUSTY 34; 1st Apr 2009 at 20:42.
Not proud (young and stupid?) of it but the most challenging NPA was regular Garmin 100 let downs in IMC below LSALT into bush strips all over Morobe. You wanna talk accuracy and tolerance on a CDI bar?
Join Date: Jul 1999
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KRUSTY....
well do I remember those dark and rainy nights when you were just PRAYING to get in.
Ice falling off, or sticking, everywhere. 40-50knots at 5000', and always across your path. Unable to cancel SAR on the ground, because it was "just one of those places". NDB needle arcing thru 20deg either side of track, and a schedule to keep.... followed by an 11 hour day the next day, with six sectors.
After finally getting in at the final destination, getting handed the keys to a car to drive myself/ourselves to some minimum requirement hotel in Bumf#ck nowhere for MINIMUM rest and still having to sleep, eat, iron, eat again, and drive BACK to airport to preflight before dawn in the pouring rain, WITH NO RAINCOAT, to be told to "hurry up".
This is inevitably followed by a phone call asking if I will come in on my day off the next day for another 11 hour day. ALL whilst working for F$ck all $$$$ AND having to fight for a fair days pay in my time off, as well as do many company required courses, and amend manuals and Jepps at night(unpaid or time recognised) once I had fought traffic all the way home(could be up to 2 hour drive in peak hour) cos some genius rostered that we should finish our 11 hour day two last flight at 1645.
then the phone call 4 weeks later asking why we were 5 mins late that day.
DO I MISS IT? he asks....
truthfully, the answer is NO.
Am I a better person and pilot because of it? well, I like to think so.
well do I remember those dark and rainy nights when you were just PRAYING to get in.
Ice falling off, or sticking, everywhere. 40-50knots at 5000', and always across your path. Unable to cancel SAR on the ground, because it was "just one of those places". NDB needle arcing thru 20deg either side of track, and a schedule to keep.... followed by an 11 hour day the next day, with six sectors.
After finally getting in at the final destination, getting handed the keys to a car to drive myself/ourselves to some minimum requirement hotel in Bumf#ck nowhere for MINIMUM rest and still having to sleep, eat, iron, eat again, and drive BACK to airport to preflight before dawn in the pouring rain, WITH NO RAINCOAT, to be told to "hurry up".
This is inevitably followed by a phone call asking if I will come in on my day off the next day for another 11 hour day. ALL whilst working for F$ck all $$$$ AND having to fight for a fair days pay in my time off, as well as do many company required courses, and amend manuals and Jepps at night(unpaid or time recognised) once I had fought traffic all the way home(could be up to 2 hour drive in peak hour) cos some genius rostered that we should finish our 11 hour day two last flight at 1645.
then the phone call 4 weeks later asking why we were 5 mins late that day.
DO I MISS IT? he asks....
truthfully, the answer is NO.
Am I a better person and pilot because of it? well, I like to think so.
Join Date: Sep 2003
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This subject's been done before on Pprune. Go to:
http://www.pprune.org/d-g-general-av...pproaches.html
http://www.pprune.org/d-g-general-av...pproaches.html
