Figure 407-1. Cleared Direct NDB.

JOINT ADVANCED MULTI-ENGINE T-44A

Fundamental Concepts. When flying a NDB NH approach, the RMI and HSI compass cards will be

"frozen." The ADF needle now presents relative bearing information only; e.g. it will still point to the

station relative to the nose of the aircraft, but the heading the needle points to on the compass card will

not be the correct heading and therefore no magnetic bearing or course information can be gained from

the RMI alone. To determine magnetic course and bearing information, begin by mentally placing the

heading from the magnetic compass (supplied by the copilot/IP) under the lubber line. Then count the

number of degrees the head of the #1 needle is deflected from the lubber line to find the aircraft's

relative bearing to the station. Add or subtract (+ to the right/- to the left) this number (the relative

bearing) from the aircraft's current magnetic heading to arrive at the magnetic bearing to the station.

Magnetic bearing information from the station can be found in the same manner by using the tail of the

#1 needle when heading away from the station. As an example, if the heading at the top of the RMI

card is 355, the needle is pointing 45 to the left of the lubber line, and the current heading is 135, then

the aircraft is on the 090 magnetic bearing to the station or the 270 magnetic bearing from the station

(MH + RB = MB...in this example: 135 - 045 = 090). Remember, the tail of the needle always rises

and the head always falls. These are the fundamental concepts necessary to complete the NDB NH

approach while maintaining your situational awareness (SA).

Specific Procedures. Unless radar is available or another procedure is specified, request direct to the

IAF for the full procedure turn and utilize the 45/180 course reversal procedure described below to

align the aircraft with the final approach course. Turn to put the head of the needle on the nose, using

RMI only procedures to maintain course and fly direct to the NDB. Utilize known winds and attempt

to establish a wind-corrected heading to maintain your course direct instead of homing to the station.

Continue to ask the CP for heading calls and set the heading bug on the corresponding heading to

maintain your SA while proceeding direct. Enroute, compute a heading to intercept the outbound

course and determine seconds required for a timed turn (3/sec or 10 sec for every 30 mark on the

compass card). Immediately after station passage, commence the previously computed timed turn to

intercept the outbound course. Track the outbound course for one minute using heading calls from the

co-pilot, then start a 15 second/45 degree turn to the outbound PT heading. After one minute

commence a one minute/180 degree reversal. Inbound on the procedure turn, determine your position

to maintain SA and ensure the aircraft hasn't been blown to the non-maneuvering side. Assuming you

maintain the PT inbound heading exactly, you will need to turn inbound when the head of the needle

falls and approaches the 45 benchmark. Continue to request heading calls from the CP to track the

desired course inbound to the FAF. Configure at the normal point and continue the approach using NH

procedures. If a missed approach is required, it generally requires simply turning to the head of the

needle and flying direct back to the station. See examples in Figures 408-1, 408-2, and 408-3.

Cleared Direct NDB. The following example demonstrates NH procedures to follow when cleared

direct to an NDB.

Call for the current magnetic heading (360)

Turn right 45 to the head of the needle.

Call for heading and establish a wind-corrected track direct to the NDB

045

Figure 407-1. Cleared Direct NDB.

RADIO INSTRUMENTS STAGE

4-47