I have removed hundreds of ADF systems. Becoming a lost art unless you have a specific need. Very useful for setting up temporary beacons for operations in remote areas in high latitudes. But WAAS has solved that issue.
Another saying that I like is "push the head/ pull the tail" which basically means head towards the head of the needle inbound or move away from the tail outbound to maintain a NDB radial. Not many of them around in the EU any more.
The U.S. Army uses that saying. I learned instruments in helicopters that had no VOR as the Army last century expected to be in an area with Non Directional Beacons only. They are still around in remote areas. I have always felt more comfortable with the situational awareness (the LOM is that way) of the Automatic Direction Finder than with the Course Deviation Indicator (we are somewhere left or right of the radial.) Of course GPS has made both somewhat obsolete.
Great intro to this fundamental navaid Evan. The ADF/NDB tracking and approaches are the simplest to use (no button pushing, fiddling with the OBS etc) but does take continued practice to use and remain proficient. There are plenty of them where I am (Oz 😁) so that’s not really an issue, but they often get overlooked for the convenience of RNAV/RNP approaches. I concur with your “radial” description, it was how I was taught as it can be transposed from the fixed card ADF (what did you speak?) onto RMI and HSI displays. The tail of the needle will always reflect the radial the aircraft is presently on (either tracking to/from or abeam) and the head will show the bearing to the station if required. Approaches were time consuming though (10 - 15min on average if you include entry and a lap of the hold) but were often runway aligned. Cheers and beers from Dunnunda!
Thanks for sharing this!!! I appreciate it!! I haven’t had to fly one for years but once in a while I love to find one I can tune in a play with while in flight haha!
There’s one local to where I operate from plus a few spread out up the east coast of the country to act as backup redundancy and regulatory requirements for GPS approaches. Most general aviation drivers use the receivers for tuning in AM radio stations and listen to the cricket, football or country music (if you’re that way inclined 🥴!). Enjoying your content… and your operating location!
I’m not an active pilot but I thought most NDBs had been decommissioned. I did learn NDB approach during my instrument training, but that was in the mid nineties.
Actually, no tail wind at all indicated airspeed is much different at higher altitude. Two hour speed takes into consideration, air density, and temperature. So our airplane is actually moving at 250 kn in order for the indicated airspeed to read 177.
I have removed hundreds of ADF systems. Becoming a lost art unless you have a specific need. Very useful for setting up temporary beacons for operations in remote areas in high latitudes. But WAAS has solved that issue.
Another saying that I like is "push the head/ pull the tail" which basically means head towards the head of the needle inbound or move away from the tail outbound to maintain a NDB radial. Not many of them around in the EU any more.
The U.S. Army uses that saying. I learned instruments in helicopters that had no VOR as the Army last century expected to be in an area with Non Directional Beacons only. They are still around in remote areas. I have always felt more comfortable with the situational awareness (the LOM is that way) of the Automatic Direction Finder than with the Course Deviation Indicator (we are somewhere left or right of the radial.) Of course GPS has made both somewhat obsolete.
Hey hi, nice video explaining ADF NDB
I have a question which I pad is recommended for pilots?
Great intro to this fundamental navaid Evan. The ADF/NDB tracking and approaches are the simplest to use (no button pushing, fiddling with the OBS etc) but does take continued practice to use and remain proficient. There are plenty of them where I am (Oz 😁) so that’s not really an issue, but they often get overlooked for the convenience of RNAV/RNP approaches. I concur with your “radial” description, it was how I was taught as it can be transposed from the fixed card ADF (what did you speak?) onto RMI and HSI displays. The tail of the needle will always reflect the radial the aircraft is presently on (either tracking to/from or abeam) and the head will show the bearing to the station if required. Approaches were time consuming though (10 - 15min on average if you include entry and a lap of the hold) but were often runway aligned. Cheers and beers from Dunnunda!
Thanks for sharing this!!! I appreciate it!! I haven’t had to fly one for years but once in a while I love to find one I can tune in a play with while in flight haha!
There’s one local to where I operate from plus a few spread out up the east coast of the country to act as backup redundancy and regulatory requirements for GPS approaches. Most general aviation drivers use the receivers for tuning in AM radio stations and listen to the cricket, football or country music (if you’re that way inclined 🥴!). Enjoying your content… and your operating location!
Can't thank you enough for the awesome videos and info 👍🏼🎬📽️📸🇨🇦🇨🇦🇨🇦✈️🛫🛬🛩️
Thank you. Awsome video.
I’m not an active pilot but I thought most NDBs had been decommissioned. I did learn NDB approach during my instrument training, but that was in the mid nineties.
can you make a short video moving mixture to the rich i want to hear cessna mixture when you move it to the rich
It's a turbo prop, it doesn't have a mixture.
Did I saw an IAS of 177 knots and TAS of around 250 knots? 😮
Hard tailwind?
Actually, no tail wind at all indicated airspeed is much different at higher altitude. Two hour speed takes into consideration, air density, and temperature. So our airplane is actually moving at 250 kn in order for the indicated airspeed to read 177.
@@EvanLuft oh. OK. Thank you 😁
Maybe a worth a new video? 🤔 😂
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