Although NDBs are considered more primitive than VORs, I like that this video shows that, mathematically, you can get the same information. Once a pilot is well-versed in this principle, NDBs can be just as practical, assuming the PIC is aware of the different sources of error in each method.

Very helpful. I think now I can figure out how to nail and NDB approach on FSX and later on during flight lessons.

perfect video in 6 minutes nice and simple to understand. ive seen some 20 minute videos that dont explain it as well and just confuse you

Thank you very much. It is short, straight to the point and easy to understand

Hi, thanks for your tutorial. Souldn't the compass deveation also be considered? as in: CH+RB: CB (compass bearing) ?

yes you can use co-located DME with NDB to know the distance but they work on different principles . The NDB frequency is entered in the ADF which is the equipment in the aircraft for NDB ( is the radio station on the ground ) navigation .

Please make a video on, how to interpret basic inbound and outbound radials by ndb.

nice tutorial! helps alot :) cheers !

@DreamVikings. NDB-DME co-installations without VOR do exist in other parts of the world. In Australia we have at Cooma Airport an NDB-DME installation and an approach that used the DME info instead of groundspeed timings. NavAid identifier is COM at ICAO code YCOM and the approach is the NDB-Z RWY 36. You can see the approach plate throughout the Austrailian AIP at the airservicesaustralia.com site. There are others including Moomba NDB-A.

Thanks, it is helpful.

1.- Turn the airplane so the ADF needle points at 90º from your heading. Now the needle points at your wing. (--->) thats how the needle looks, 90º to the right in this case. 2.- As you fly, count how many seconds it takes the needle to move (fall down) 10 degrees from its original "wing tip" position. Divide those seconds by the 10 degrees, result is minutes to the station. IE, if it takes 15 seconds for the needle to move 10 degrees, that means im 1.5 NM from the station.

Yep normally in an NDB approach one uses a chronometer and groundspeed to know distance flown/remaining. But in the cases you point he should just enter the T-VOR or localizer FQ in the DME box. Actually im not clear if he means measuring distance in flight or during an approach. The technique I gave him involves major heading changes for a sustained time, not practical for an approach or airway flight but its still a basic he should know.

How can i get navaid from NDBs in case if i have to land an airport between high rise mountains like OPGT, OPSD. Because if the airport has no charts then hoe NDBs can be helpful?

Good explained thank you :)

Don’t know why you stopped uploading vids. Too bad because they’re so great. Thanks for uploading this though, kind regards

Probably a little late to answer this one, but no. Because you have to point the nose of the a/c into a x/wind by some amout to compensate for drift, the nose of the a/c is no longer pointing at the ndb. The adf needle always points to the tuned ndb, N on the adf is the nose of the a/c, the difference between the two is the number of degrees of drift compensation your applying in order to keep the a/c tracking directly to the ndb.

How match the price for this system ???

my bad i might have mislead with my explanation . By saying co-located i meant a terminal NBD and using distance from the DME by with another nearby Navaid. Like using the DME of a T-VOR or of an ILS for an NDB approach .. Some approach charts are named NDB DME Rwy 04 for example and i have seen that . For Navigation i never seen either you are right but for approaches it exits

Why use math when one can simply twist the movable card on the ADF so it matches the magnetic compass/heading indication? That way the pilot can track the needle like it was an RMI. The pilot would have to keep twisting the card however so it stays consistent with the given heading, better that than getting confused while flying in clouds.

the video doesnt cover antoher important aspect of the adf needle which is that is suffers from magnetic dip which causes it to turn into the turn from the correct heading (by around +/- 10 degrees when the aircraft is turning.)

I mean how match the price of ADF and NDB system together ???

surely the wind correction makes the adf read straight ahead all the time ?

Do any of y’all actually use ndb while flying?

thanks

hello sir, does the technicians must have GROL to check the NDB in 1970's? Thanks in advance

why dont you just transfer the adf needle to the gyro and read?

Of course, this technique is intended to use in cruise flight, never on an approach. For an approach with ADF one is supposed to use TIME as in a chronometer to know how much distance one has advanced an has remaining based on speed. (with speed and time you can know distance)

The real charm of this thingie is that u can use any AM antenna. No other instrument has that. Maybe GPS tho lol.

never seen a NDB co located w a DME. U sure?

MyHairy+RedBalls=MakeBabies

I dont think it. I never seen a NDB linked to a DME. Usually VORs are linked to DME, not NDBs. There is a formula to know your distance to the NDB based on your ADF readings and speed. I can explain if you are intrested.

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