[Boatanchors] What VLF/LF Boatanchors are "affordable"

[rbethman at comcast.net]

Francesco,

I don't demonize NDB approaches.

I indeed follow my level of experience, proficiency, and the gut feelings.

When the cross winds are at the limit for the aircraft I am about to fly, I begin to ask myself, "Is this aircraft as good as when the manual was written?".  Do "I" have the ability to handle the current conditions?  Will it get worse?

Then I decide whether or not I fly or go home.

In any event - The HP-312(X) series of Frequency Selective Voltmeters, along with probably at LEAST five or six OTHER company's very similar products are up to the job of Beacon Chasing.

That's where this thread started.

Let's leave the flying for ANOTHER list!

Bob - N0DGN


> I respect your opinion, and you should follow what your experience, level of
> proficiency and guts tells you.  There is no wrong or right, but you should
> not demonize NDB approaches. You may demonize those pilots that have no
> healty fear or real understanding of the aviation environment.
> 
> I do fly instrument fairly often, and an NDB approach is always my last
> choice.  I will do it, if I have no other choice.
> 
> I do agree with you that single engine aircraft are a potential problem. But
> there is much worse than that. I see lots of aircraft with fancy leather
> seats and avionics but no back up attitude indicator.  Go IMC and loose that
> baby without back up, and you are done like dinner.  There is no way out, no
> matter all that BS of partial panel. When the failure is joined by fear,
> turbulence and other things, it is almost impossible to make it.  I do not
> understand why the FAA does not make a back up AI a firm requirement. By the
> way, I fly a twin....
> 
> My checklist for single pilot IMC is:
> A good night of sleep
> No stress
> No embedded storms
> No ice
> Good autopilot
> Back up attitude indicator (one electric and the other vacuum)
> No rush
> All the fuel I can carry
> A bucket full of good luck!
> 
> 
> 
> 
> -----Original Message-----
> From: rbethman at comcast.net [mailto:rbethman at comcast.net]
> Sent: Thursday, August 11, 2005 4:40 PM
> To: Dan Arney; Francesco Ledda
> Cc: boatanchors at mailman.qth.net
> Subject: Re: [Boatanchors] What VLF/LF Boatanchors are "affordable"
> 
> 
> Hank,
> 
> I have NO dispute over the ability to use NDBs for a viable NAVAID.
> 
> My comments were simply that in GENERAL AVIATION aircraft, in a Single
> Engine/Single Pilot situation, especially when EVERY Piper or Cessna has it
> installed to the FAR right of the cockpit, I AM NOT DOING IT.
> 
> I know VERY well that a LOT of pilots DO so, and HAVE DONE so.
> 
> The hours in rating, the pilot's endorsements, are factors that HAVE to be
> figured in.
> 
> At my experience level, I did NOT feel comfortable giving it the old
> "college try".
> 
> I also believe that when the pilot does NOT feel comfortable with conditions
> that are at the very limits of the PRINTED manual, which does NOT allow for
> the current condition/age of the aircraft - It is wiser to leave it tied
> down and try the next day.
> 
> Takeoffs are optional.  Landings are MANDATORY.
> 
> I for one am one of the pilot's STILL around, when the Chief Instructor
> where I learned to fly NO LONGER IS.  He forgot the above sentence.
> 
> Bob - N0DGN
> Rated - Single Engine Land
> 
> 
> > Francessco is correct on flying NDB approaches. I have flown them all
> > over the world, in Canada NWT we used to fly 8 to 10 Zero/Zero
> > approaches in ice fog to ice stripe hauling fuel, cargo and PAX N
> > accidents in 2 years of doing them.
> > You have to keep track of time, bearing, track heading, altitude at all
> > points in the approach, Ground speed and time to run until "Runway or
> > Missed approach positive rate Gear up flaps for your configuration. And
> > it ia lot easier with the non flying pilot to be up to speed..
> > But as the PIC the ball is in your court.
> >
> > The approach into Dubrovnik is no big deal we did it weekly in 707's all
> > it takes is to be aware of where you are and FLY THE AIRPLANE.
> > The USAF guys were just not up to speed going in there and there is no
> > GCI or GCA it is back to Piloting skills and being up to speed and above
> >   all in stable condition at the IAF and in the groove in any approach,
> > Whether, GCA, ILS, GPS, NDB, ASR or VFR runway in sight 20 miles out, be
> > stable. and if it all hits the basket go around. If you go around do it
> > only twice and get out of there and goto the alternate because by this
> > time you are getting flustered and the prong factor is way up there.
> >
> > Hank
> > KN6DI
> >
> > Hank
> > KN6DI
> >
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