Excellent video. A couple of thoughts: The ADF will also pick up AM broadcast stations. If the airplane is off the desired course, to return to course we taught "push the head, pull the tail" of the needle, using twice the off course angle for the correction. If the airplane is 5 degrees off course to the right, turn 10 degrees to the left and monitor the progress.
In 1965 I was a new A&P working for a regional U.S. airline operating DC-3s and CV-240s. On the DC-3, the ADF installation comprised a "football" loop antenna under the forward fuselage and a "clothes line wire" sense antenna strung between masts further aft. Some airplanes had dual ADF installations. The receiver itself was a huge, heavy black box in the radio rack, connected electrically by cannon plugs and mechanically by a flex shaft to the ADF control panel in the overhead. The flex shaft connected a crank on the panel to the tuning mechanisms inside the receiver. The panel had lots of controls that made it easy to use various functions, unlike the on-off-frequency select controls of later ADFs. If you selected ANT (antenna) mode, your audio came from the omnidirectional sense antenna, perfect for tuning in a local AM broadcast station and catching up on the baseball scores. LOOP mode meant you were listening to the loop antenna input only, and you had controls to rotate the loop inside the football. As it rotated, you listened for the signal null as the loop crossed the bearing to the station. The null repeated after another 180 degrees rotation. In ADF mode, the audio was combined output from the loop and sense antennas, and the audio was usually poor because the the ADF was doing its job of rotating the lop antenna to find a null, simultaneously rotating the pointer on the compass card to indicate bearing TO the station. If the sense antenna input was missing, the receiver would just as likely point away from the station as to the station, because the nulls at each point were identical. It took both antennas to make the system work properly and prevent back-of-the loop bearings from leading the crew astray, as possibly happened to the B-24 bomber Lady Be Good in the Libyan desert in WWII. The ADF on that airplane was the same model as that installed on most DC-3s and C-47s of the period.
Thanks for the interesting video. In the ADF/DME tuning screen there is a DME option at the bottom that allows you to use the VOR1 (or VOR2) needle with the corresponding NAV1 (or NAV2) so that you can still see the distance (DME) between you and the NDB. ref: ruclips.net/video/Me6MAGCaMSw/видео.html. Apparently this doesn't work in the SIM... or how do you do this?
While outbound from the station adjust heading to pull the tail of the needle to the desired outbound course or while inbound to the station, adjust heading to push the head of the needle to desired inbound course. This really becomes fun when using a fixed card ADF indicator. ADF approaches are not even required for a US certificate any more. So it's becoming a lost art. So thanks for keeping it alive in MSFS. I'm an old steam gauge guy so that trick with the track indicator is really slick.
Excellent video. A couple of thoughts:
The ADF will also pick up AM broadcast stations.
If the airplane is off the desired course, to return to course we taught "push the head, pull the tail" of the needle, using twice the off course angle for the correction. If the airplane is 5 degrees off course to the right, turn 10 degrees to the left and monitor the progress.
In 1965 I was a new A&P working for a regional U.S. airline operating DC-3s and CV-240s. On the DC-3, the ADF installation comprised a "football" loop antenna under the forward fuselage and a "clothes line wire" sense antenna strung between masts further aft. Some airplanes had dual ADF installations. The receiver itself was a huge, heavy black box in the radio rack, connected electrically by cannon plugs and mechanically by a flex shaft to the ADF control panel in the overhead. The flex shaft connected a crank on the panel to the tuning mechanisms inside the receiver. The panel had lots of controls that made it easy to use various functions, unlike the on-off-frequency select controls of later ADFs. If you selected ANT (antenna) mode, your audio came from the omnidirectional sense antenna, perfect for tuning in a local AM broadcast station and catching up on the baseball scores. LOOP mode meant you were listening to the loop antenna input only, and you had controls to rotate the loop inside the football. As it rotated, you listened for the signal null as the loop crossed the bearing to the station. The null repeated after another 180 degrees rotation. In ADF mode, the audio was combined output from the loop and sense antennas, and the audio was usually poor because the the ADF was doing its job of rotating the lop antenna to find a null, simultaneously rotating the pointer on the compass card to indicate bearing TO the station. If the sense antenna input was missing, the receiver would just as likely point away from the station as to the station, because the nulls at each point were identical. It took both antennas to make the system work properly and prevent back-of-the loop bearings from leading the crew astray, as possibly happened to the B-24 bomber Lady Be Good in the Libyan desert in WWII. The ADF on that airplane was the same model as that installed on most DC-3s and C-47s of the period.
Thanks for the interesting video. In the ADF/DME tuning screen there is a DME option at the bottom that allows you to use the VOR1 (or VOR2) needle with the corresponding NAV1 (or NAV2) so that you can still see the distance (DME) between you and the NDB. ref: ruclips.net/video/Me6MAGCaMSw/видео.html.
Apparently this doesn't work in the SIM... or how do you do this?
While outbound from the station adjust heading to pull the tail of the needle to the desired outbound course or while inbound to the station, adjust heading to push the head of the needle to desired inbound course. This really becomes fun when using a fixed card ADF indicator. ADF approaches are not even required for a US certificate any more. So it's becoming a lost art. So thanks for keeping it alive in MSFS. I'm an old steam gauge guy so that trick with the track indicator is really slick.
We learned in pilot training: Head (of the needle) FALLS, Tail (of the needle) RISES!
great work! Keep up the great quality videos sir
Tons of ndb still in Canada eh.
What a wonderful system
Amazing love the lesson
What airplane do you have?
In the video he is flying a Cessna 172, G1000 cockpit
@@evairobles5146 yes but he was referring to real world aircraft In the video.
In this video - ruclips.net/video/Cv3UvNzNIeQ/видео.html - he's flying a Cessna 172.
Only use compmass for walking and ordnance map
Only use 95 .98 Windows cheap to buy technology I wonderful
Anyone trying to follow this in 2024... That GALI NDB no longer exists :D
KUTAISI exists on 842 though, so you can use that to experiment with.