When you make a NDB-approach, for what (instruments) are you looking the most?

Question

Is it just about maintaining the heading to the NDB (needle), in combination with the descent angle (so like 160 knots=850 ft/min), and in combination with the VOR DME/Altitude (so where is written 11 DME=4670 ft, 10 DME=4360 ft etc.), and a look outside?

Or do you mostly just fly a visual, and don't really care that much about the exact altitude about the exact DME distance?

Answer 1

I fly visual approaches as much as possable. NDB approaches are really bad. You use you ADF in combination with your DI. Your 6 basic instuments ply a very big roll in a NDB approach.

Exact altitudes is very important in a approach it is a matter of life.

Answer 2

The standard instruments are used for constant rate of descent at approach speed, no turns (heading and turn and bank), altitude is important for the minimum descent altitude.  The NDB is used for azimuth guidance tracking to or from the station, not heading.  That would cause a homing to the station and possibly take over terrain without enough clearance.

Answer 3

You have to maintain your normal instrument scan - Attitude indicator, Directional Gyro, Vertical Speed, airspeed, and altimeter.  You just include the ADF in the scan. I do tend to go back and forth between DG and ADF more more often, as they are the only navigation tools on an NDB approach.  

    An NDB approach is a non-precision approach, so there is no designated descent angle, only minimum altitudes for each portion of the approach.  Once you pass a fix that has a lower minimum altitude, you simply descend to that altitude as rapidly as you safely can .  On my instrument check ride the examiner asked me I would start looking for the airport on an actual approach.  The correct answer is "when you  reach the minimum descent altitude".   In real weather, the sooner you reach the MDA, the sooner you should break out of the clouds.

Also, an NDB does not support DME, so while a few NDB approaches may have a DME fix defined by a nearby DME, that is not common.

Answer 4

Love the answer John. Rather than type out the lengthy explanation of how to fly the ndb approach, I'll just refer you to this guy. He does a decent job of breaking it down

http://www.altairva-fs.com/training/ava_...

Answer 5

I do visual as much as possible as it is shorter and saves time in commercial operations.

As for the NDB, its all in the scan. No one thing shuld take too much priority. You will always aim to be on track and on profile all the time

Answer 6

All approaches, NDB or any other, are flown with your scan divided primarily between these three instruments:

flight director

flight director

and of course

flight director

Answer 7

Let's see. Other than the normal instruments to keep the A/C upright and in the air.....you will need a NDB receiver and a watch with a second hand and approach plate

Answer 8

Directional gyro, ADF, and altimeter.

It's about tracking the published course to and from the NDB.  Fly a continuous descent down to MDA or fly the stepdown altitudes as published--whatever the boss wants.  You can calculate your own crossing altitudes for the descent if that helps.  

It's sometimes best to look for the runway end environment before reaching the missed approach point.

In what kind of plane are you doing the approach?

There are some NDB/DME navaids.

Answer 9

it really depends on the weather. if it's clear blue skies and you can see everything, then you can be more relaxed with the ADF/DME etc because your attitude flying is easier. However on a c**p day, then you got to use your normal instrument scan all the way to MDA and also keeping track of your descent profile/timing etc. And the instrument you're looking at the most is the AH.