A lot of people say you should triple the wind correction on the outbound, even my instructor, but when I actually did it in the simulator I found that of injusy double it, it works really well. How come for some triple the wind correction works and for us double works. Thankyou so much for this video it helps so much in studying for the instrument rating
The amount of wind correction needed will depend on your aircrafts TAS. When I mention doubling your wind correction angle, that was based on a TAS of about 100 knots. The slower your TAS, the larger the wind correction angle will be. I forgot to mention that in the video..
Firstly, thank you so much for these videos, you along with other's have really helped make the concept of NDB's easier. :) Your explanation in this video was extremely clear, however, I was just wondering, how would you approach a pure raw data NDB Hold with no GPS at all (i.e pure ADF)? I'm not sure if they can be this strict in any exams though.
No worries Mike, glad you liked the video. When flying NDB holds when only making reference to the ADF, you use time. Start your timer on the outbound leg when abeam the navaid or wings level; which ever comes later. Then you will need to modify you outbound hold leg time in order to have an inbound leg of 1 min (If it is a 1 min hold). Increase the time outbound for 1 second for every 1 knot of headwind outbound; or decrease the outbound time by 1 second for every 1 knot of tailwind. That should enable your inbound leg to be approximately 1 minute. I may have just made it more confusing?? Hope it helps..
@@AshleyWincer Thanks, very clear answer! :) So basically just having an idea of the enroute winds, either via the METAR or ATIS should be a good "rough" indicator for timing. By the way, I completely agree with a previous video were you said keeping the ADF compass fixed is easier, twisting I find makes it more confusing.
In the initial stages of IFR study. Your videos are so very helpful Ashley. Thank you for putting together such a useful resource. The time and attention you take is noticeable. Your explanations are clear and well illustrated by your apt use of the sim. I'm just a little confused about one thing. Initially you have a wind coming from the right, this is shown by the head of the ADF needle moving toward the right. I'm with you so far, but next is where I loose it. This would be correctly referred to as "right drift". What has me befuddled is the aircraft is making a track good which is to the left of the heading held, it must be if the station is moving to the right relative to the nose of the aircraft. The crux of my question is, why wouldn't this be referred to as "left drift" and not "right drift" if our TMG is indeed less than our HDG being held? Are we not in fact drifting to the left? Hope this makes sense and greatly appreciate any illumination you can provide to this confused man :)
G'day Cale, Thanks for your comment. Good Luck with your IFR studies, you'll be right. Unfortunately I cannot be of much help. I understand what your saying, I always found those terms to be quite confusing myself and still do. I don't remember the last time I made reference to those terms; Track Made Good, Left and Right Drift. I had forgotten about those terms until you mentioned them in the comment..
Oh well! Worth asking. Thanks for taking the time to reply anyway. Keep up the great work with the videos mate. Excellent resource to have around. Cheers again, Cale.
Awesome , thanks a lot for the great video and for the quick respond , i must say i learn a lot from the channel , my appreciation captain. 👍
No worries..
@@AshleyWincer 👍
A lot of people say you should triple the wind correction on the outbound, even my instructor, but when I actually did it in the simulator I found that of injusy double it, it works really well. How come for some triple the wind correction works and for us double works. Thankyou so much for this video it helps so much in studying for the instrument rating
The amount of wind correction needed will depend on your aircrafts TAS. When I mention doubling your wind correction angle, that was based on a TAS of about 100 knots. The slower your TAS, the larger the wind correction angle will be. I forgot to mention that in the video..
NDBs are slowly being phased out at Major Australian airports but still used here in Vanuatu 🇻🇺
Firstly, thank you so much for these videos, you along with other's have really helped make the concept of NDB's easier. :)
Your explanation in this video was extremely clear, however, I was just wondering, how would you approach a pure raw data NDB Hold with no GPS at all (i.e pure ADF)? I'm not sure if they can be this strict in any exams though.
No worries Mike, glad you liked the video.
When flying NDB holds when only making reference to the ADF, you use time.
Start your timer on the outbound leg when abeam the navaid or wings level; which ever comes later. Then you will need to modify you outbound hold leg time in order to have an inbound leg of 1 min (If it is a 1 min hold).
Increase the time outbound for 1 second for every 1 knot of headwind outbound; or decrease the outbound time by 1 second for every 1 knot of tailwind. That should enable your inbound leg to be approximately 1 minute. I may have just made it more confusing?? Hope it helps..
@@AshleyWincer Thanks, very clear answer! :)
So basically just having an idea of the enroute winds, either via the METAR or ATIS should be a good "rough" indicator for timing.
By the way, I completely agree with a previous video were you said keeping the ADF compass fixed is easier, twisting I find makes it more confusing.
In the initial stages of IFR study. Your videos are so very helpful Ashley. Thank you for putting together such a useful resource. The time and attention you take is noticeable. Your explanations are clear and well illustrated by your apt use of the sim. I'm just a little confused about one thing. Initially you have a wind coming from the right, this is shown by the head of the ADF needle moving toward the right. I'm with you so far, but next is where I loose it. This would be correctly referred to as "right drift". What has me befuddled is the aircraft is making a track good which is to the left of the heading held, it must be if the station is moving to the right relative to the nose of the aircraft. The crux of my question is, why wouldn't this be referred to as "left drift" and not "right drift" if our TMG is indeed less than our HDG being held? Are we not in fact drifting to the left? Hope this makes sense and greatly appreciate any illumination you can provide to this confused man :)
G'day Cale, Thanks for your comment. Good Luck with your IFR studies, you'll be right. Unfortunately I cannot be of much help. I understand what your saying, I always found those terms to be quite confusing myself and still do. I don't remember the last time I made reference to those terms; Track Made Good, Left and Right Drift. I had forgotten about those terms until you mentioned them in the comment..
Oh well! Worth asking. Thanks for taking the time to reply anyway. Keep up the great work with the videos mate. Excellent resource to have around. Cheers again, Cale.
Thank you Cale..