Non-directional beacon

A non-directional (radio) beacon (NDB) is a radio transmitter at

a known location, used as an aviation or marine navigational aid.
As the name implies, the signal transmitted does not include
inherent directional information, in contrast to other navigational
aids such as low-frequency radio range, VHF omnidirectional
range (VOR) and tactical air navigation system (TACAN). NDB
signals follow the curvature of the Earth, so they can be received at
much greater distances at lower altitudes, a major advantage over
VOR. However, NDB signals are also affected more by
atmospheric conditions, mountainous terrain, coastal refraction and
electrical storms, particularly at long range. The system, developed
by United States Air Force (USAF) Captain Albert Francis
Hegenberger, was used to fly the world's first instrument approach
on May 9, 1932.[1]

Contents
Types of NDBs
Automatic direction finder equipment
Radio tower of NKR Leimen-
Uses
Ochsenbach, Germany
Airways
Fixes
Determining distance from an NDB station
NDB approaches
Instrument landing systems
Naval operational uses
Antenna and signal characteristics
Other information transmitted by an NDB
Common adverse effects
Monitoring NDBs
Beacon closures
See also This symbol denotes an NDB on an
References aeronautical chart. A hollow square
superimposed on this symbol
Further reading
indicates a collocated distance
External links measuring equipment (DME)
installation.

Types of NDBs
NDBs used for aviation are standardised by International Civil Aviation Organization (ICAO) Annex 10
which specifies that NDBs be operated on a frequency between 190  kHz and 1750  kHz,[2] although
normally all NDBs in North America operate between 190 kHz and 535 kHz.[2] Each NDB is identified
by a one, two, or three-letter Morse code callsign. In Canada, privately owned NDB identifiers consist of
one letter and one number.

Non-directional beacons in North America are classified by power output: "low" power rating is less than
50 watts; "medium" from 50 W to 2,000 W; and "high" at more than 2,000 W.[3]

There are four types of non-directional beacons in the aeronautical navigation service:[4]

En route NDBs, used to mark airways

Approach NDBs
Localizer beacons
Locator beacons

The last two types are used in conjunction with an instrument landing system (ILS).

Automatic direction finder equipment

NDB navigation consists of two parts  — the automatic direction
finder (ADF) equipment on the aircraft that detects an NDB's
signal, and the NDB transmitter. The ADF can also locate
transmitters in the standard AM medium wave broadcast band
(530  kHz to 1700  kHz at 10  kHz increments in the Americas,
531 kHz to 1602 kHz at 9 kHz increments in the rest of the world).

ADF equipment determines the direction or bearing to the NDB

station relative to the aircraft by using a combination of directional Automatic direction finder (ADF)
and non-directional antennae to sense the direction in which the equipment points to the direction of
combined signal is strongest. This bearing may be displayed on a an NDB.
relative bearing indicator (RBI). This display looks like a compass
card with a needle superimposed, except that the card is fixed with
the 0 degree position corresponding to the centreline of the aircraft. In order to track toward an NDB (with
no wind), the aircraft is flown so that the needle points to the 0 degree position. The aircraft will then fly
directly to the NDB. Similarly, the aircraft will track directly away from the NDB if the needle is
maintained on the 180 degree mark. With a crosswind, the needle must be maintained to the left or right of
the 0 or 180 position by an amount corresponding to the drift due to the crosswind. Aircraft heading +/-
ADF needle degrees off nose or tail = Bearing to or from NDB station.

The formula to determine the compass heading to an NDB station (in a no wind situation) is to take the
relative bearing between the aircraft and the station, and add the magnetic heading of the aircraft; if the total
is greater than 360 degrees, then 360 must be subtracted. This gives the magnetic bearing that must be
flown: (RB + MH) mod 360 = MB.

When tracking to or from an NDB, it is also usual that the aircraft track on a specific bearing. To do this it
is necessary to correlate the RBI reading with the compass heading. Having determined the drift, the
aircraft must be flown so that the compass heading is the required bearing adjusted for drift at the same time
as the RBI reading is 0 or 180 adjusted for drift. An NDB may also be used to locate a position along the
aircraft's current track (such as a radial path from a second NDB or a VOR). When the needle reaches an
RBI reading corresponding to the required bearing, then the aircraft is at the position. However, using a
separate RBI and compass, this requires considerable mental calculation to determine the appropriate
relative bearing.

To simplify this task, a compass card driven by the aircraft's magnetic compass is added to the RBI to form
a radio magnetic indicator (RMI). The ADF needle is then referenced immediately to the aircraft's magnetic
heading, which reduces the necessity for mental calculation. Many RMIs used for aviation also allow the
device to display information from a second radio tuned to a VOR station; the aircraft can then fly directly
between VOR stations (so-called "Victor" routes) while using the NDBs to triangulate their position along
the radial, without the need for the VOR station to have a collocated distance measuring equipment (DME).
This display, along with the omni bearing indicator (OBI) for VOR/ILS information, was one of the
primary radio navigation instruments prior to the introduction of the horizontal situation indicator (HSI) and
subsequent digital displays used in glass cockpits.

The principles of ADFs are not limited to NDB usage; such systems are also used to detect the locations of
broadcast signals for many other purposes, such as finding emergency beacons.

Uses

Airways

A bearing is a line passing through the station that points in a

specific direction, such as 270 degrees (due west). NDB bearings
provide a charted, consistent method for defining paths aircraft can
fly. In this fashion, NDBs can, like VORs, define airways in the
sky. Aircraft follow these pre-defined routes to complete a flight
plan. Airways are numbered and standardized on charts. Colored
airways are used for low to medium frequency stations like the
NDB and are charted in brown on sectional charts. Green and red
airways are plotted east and west, while amber and blue airways
are plotted north and south. There is only one colored airway left in
the continental United States, located off the coast of North
Carolina and is called G13 or Green 13. Alaska is the only other
state in the United States to make use of the colored airway
systems.[5] Pilots follow these routes by tracking radials across
various navigation stations, and turning at some. While most
airways in the United States are based on VORs, NDB airways are NDB transmitter at 49°12′21″N
common elsewhere, especially in the developing world and in 002°13′12″W Callsign JW – 'Jersey
lightly populated areas of developed countries, like the Canadian West'. 329.0 kHz.
Arctic, since they can have a long range and are much less
expensive to operate than VORs.

All standard airways are plotted on aeronautical charts, such as the United States sectional charts, issued by
the National Oceanic and Atmospheric Administration (NOAA).

Fixes

NDBs have long been used by aircraft navigators, and previously mariners, to help obtain a fix of their
geographic location on the surface of the Earth. Fixes are computed by extending lines through known
navigational reference points until they intersect. For visual reference points, the angles of these lines can be
determined by compass; the bearings of NDB radio signals are found using radio direction finder (RDF)
equipment.

Plotting fixes in this manner allow crews to determine their position. This usage is important in situations
where other navigational equipment, such as VORs with distance measuring equipment (DME), have
failed. In marine navigation, NDBs may still be useful should Global Positioning System (GPS) reception
fail.

Determining distance from an NDB station

To determine the distance in relation to an NDB station in nautical miles, the pilot uses this simple method:

1. Turns the aircraft so that the station is directly off one of the wingtips.
2. Flies that heading, timing how long it takes to cross a specific number of NDB bearings.
3. Uses the formula: Time to station = 60 x number of minutes flown / degrees of bearing
change
4. Uses the flight computer to calculate the distance the aircraft is from the station; time * speed
= distance

NDB approaches

A runway equipped with NDB or VOR (or both) as the only navigation aid is called a non-precision
approach runway; if it is equipped with ILS it is called a precision approach runway.

Instrument landing systems

NDBs are most commonly used as markers or "locators" for an instrument landing system (ILS) approach
or standard approach. NDBs may designate the starting area for an ILS approach or a path to follow for a
standard terminal arrival route, or STAR. In the United States, an NDB is often combined with the outer
marker beacon in the ILS approach (called a locator outer marker, or LOM); in Canada, low-powered
NDBs have replaced marker beacons entirely. Marker beacons on ILS approaches are now being phased
out worldwide with DME ranges or GPS signals used, instead, to delineate the different segments of the
approach.

Naval operational uses

German Navy U-boats during World War II were equipped with a Telefunken Spez 2113S homing beacon.
This transmitter could operate on 100 kHz to 1500 kHz with a power of 150 W. It was used to send the
submarine's location to other submarines or aircraft, which were equipped with DF receivers and loop
antennas.[6]
Antenna and signal characteristics
NDBs typically operate in the frequency range from 190 kHz to
535  kHz (although they are allocated frequencies from 190 to
1750  kHz) and transmit a carrier modulated by either 400 or
1020  Hz. NDBs can also be collocated with a DME in a similar
installation for the ILS as the outer marker, only in this case, they
function as the inner marker. NDB owners are mostly
governmental agencies and airport authorities.

NDB radiators are vertically polarised. NDB antennas are usually

too short for resonance at the frequency they operate – typically
perhaps 20  metres length compared to a wavelength around
1000  m. Therefore, they require a suitable matching network that
may consist of an inductor and a capacitor to "tune" the antenna.
Vertical NDB antennas may also have a T-antenna, nicknamed a
top hat, which is an umbrella-like structure designed to add loading
at the end and improve its radiating efficiency. Usually a ground
One of the wooden poles of NDB
plane or counterpoise is connected underneath the antenna.
HDL at Plankstadt, Germany

Other information transmitted by an NDB

Apart from Morse code identity of either 400 Hz or 1020 Hz, the

NDB may broadcast:

Automatic terminal information service (ATIS) Ferrite antenna for non-directional

Automatic weather information service (AWIS), or, in an beacon (NDB), frequency range 255–
emergency i.e. air-to-ground communication failure, an 526.5 kHz
air traffic controller using a push-to-talk (PTT) function,
may modulate the carrier with voice. The pilot uses their
ADF receiver to hear instructions from the control tower.
Automated weather observing system (AWOS) 0:00 / 0:00
Automated surface observing system (ASOS) The sound of non directional beacon
VOLMET (meteorological information for aircraft in flight) WG, on 248 kHz, located at
or meteorological information broadcast 49°53′57.12″N 97°20′57.11″W, near
Winnipeg's main airport
Transcribed weather broadcast (TWEB)
PIP monitoring. If an NDB has a problem, e.g. lower than
normal power output, failure of mains power or standby transmitter is in operation, the NDB
may be programmed to transmit an extra 'PIP' (a Morse dot), to alert pilots and others that the
beacon may be unreliable for navigation.

Common adverse effects

Navigation using an ADF to track NDBs is subject to several common effects:

Night effect
Radio waves reflected back by the ionosphere can cause signal strength fluctuations 30 to
60 NM (56 to 111 km; 35 to 69 mi) from the transmitter, especially just before sunrise and
just after sunset. This is more common on frequencies above 350 kHz. Because the
returning sky waves travel over a different path, they have a different phase from the
 ground wave. This has the effect of suppressing the aerial signal in a fairly random
manner. The needle on the indicator will start wandering. The indication will be most
erratic during twilight at dusk and dawn.
Terrain effect
High terrain like mountains and cliffs can reflect radio waves, giving erroneous readings.
Magnetic deposits can also cause erroneous readings
Thunderstorm effect
Water droplets and ice crystals circulating within a storm cloud, generate wideband noise.
This high power noise may affect the accuracy of the ADF bearing. Lightning, due to the
high power output will cause the needle of the RMI/RBI to point for a moment to the
bearing of the lightning.
Shoreline effect
Radio waves speed up over water, causing the wave front to bend away from its normal
path and pull it towards the coast. Refraction is negligible perpendicular (90°) to the coast,
but increases as the angle of incidence decreases. The effect can be minimised by flying
higher or by using NDBs situated nearer the coast.
Station interference
Due to congestion of stations in the LF and MF bands, there is the possibility of
interference from stations on or near the same frequency. This will cause bearing errors.
By day, the use of an NDB within the DOC will normally afford protection from interference.
However, at night one can expect interference even within the DOC because of skywave
contamination from stations out of range by day. Therefore, positive identification of the
NDB at night should always be carried out.
Dip (bank) angle
During banking turns in an aircraft, the horizontal part of the loop aerial will no longer be
horizontal and detect a signal. This causes displacement of the null in a way similar to the
night effect giving an erroneous reading on the indicator which means that the pilot should
not obtain a bearing unless the aircraft is wings-level.

While pilots study these effects during initial training, trying to compensate for them in flight is very
difficult; instead, pilots generally simply choose a heading that seems to average out any fluctuations.

Radio-navigation aids must keep a certain degree of accuracy, given by international standards, Federal
Aviation Administration (FAA), ICAO, etc.; to assure this is the case, Flight inspection organizations
periodically check critical parameters with properly equipped aircraft to calibrate and certify NDB
precision. The ICAO minimum accuracy for NDBs is ±5°

Monitoring NDBs
Besides their use in aircraft navigation, NDBs are also popular with
long-distance radio enthusiasts (DXers). Because NDBs are
generally low-power (usually 25 watts, some can be up to 5 kW),
they normally cannot be heard over long distances, but favorable
conditions in the ionosphere can allow NDB signals to travel much
farther than normal. Because of this, radio DXers interested in
picking up distant signals enjoy listening to faraway NDBs. Also,
since the band allocated to NDBs is free of broadcast stations and A PFC QSL card from an NDB
their associated interference, and because most NDBs do little more
than transmit their Morse code callsign, they are very easy to
identify, making NDB monitoring an active niche within the DXing hobby.
In North America, the NDB band is from 190 to 435 kHz and from 510 to 530 kHz. In Europe, there is a
longwave broadcasting band from 150 to 280  kHz, so the European NDB band is from 280  kHz to
530 kHz with a gap between 495 and 505 kHz because 500 kHz was the international maritime distress
(emergency) frequency.

The beacons that transmit between 510 kHz and 530 kHz can sometimes be heard on AM radios that can
tune below the beginning of the medium wave (MW) broadcast band. However, reception of NDBs
generally requires a radio receiver that can receive frequencies below 530 kHz. Often "general coverage"
shortwave radios receive all frequencies from 150 kHz to 30 MHz, and so can tune to the frequencies of
NDBs. Specialized techniques (receiver preselectors, noise limiters and filters) are required for the reception
of very weak signals from remote beacons.[7]

The best time to hear NDBs that are very far away is the last three hours before sunrise. Reception of
NDBs is also usually best during the fall and winter because during the spring and summer, there is more
atmospheric noise on the LF and MF bands.

Beacon closures
As the adoption of satellite navigation systems such as GPS progressed, several countries began to
decommission beacon installations such as NDBs and VOR. The policy has caused controversy in the
aviation industry.[8]

Airservices Australia began shutting down a number of ground-based navigation aids in May 2016,
including NDBs, VORs and DMEs.[8]

In the United States as of 2017, there were more than 1,300 NDBs, of which fewer than 300 were owned
by the Federal Government. The FAA had begun decommissioning stand-alone NDBs.[9] As of April
2018, the FAA had disabled 23 ground-based navaids including NDBs, and plans to shut down more than
300 by 2025. The FAA has no sustaining or acquisition system for NDBs and plans to phase out the
current NDBs through attrition, citing decreased pilot reliance on NDBs as more pilots use VOR and GPS
navigation.[10]

See also
Cardioid
Differential Global Positioning System (DGPS)
Electric beacon
Instrument flight rules (IFR)
Transponder landing system (TLS)

References
1. Swopes, Bryan. "Non Directional Beacon Archives" (https://www.thisdayinaviation.com/tag/n
on-directional-beacon/). This Day in Aviation. Retrieved June 4, 2022.
2. "U.S. FAA Aeronautical Information Manual Chapter 1. Section 1. 1-1-2" (https://web.archive.
org/web/20090904034127/http://www.faa.gov/air_traffic/publications/ATpubs/AIM/Chap1/ai
m0101.html#1-1-2). Federal Aviation Administration. Archived from the original (http://www.f
aa.gov/air_traffic/publications/atpubs/aim/Chap1/aim0101.html#1-1-2) on September 4,
2009. Retrieved April 27, 2008.
 3. "ADF (Automatic Direction Finder)" (https://web.archive.org/web/20000116232938/http://ww
w.allstar.fiu.edu/aero/ADF.htm). Navigation Systems – Level 3. ALLSTAR Network. May 4,
2008. Archived from the original (http://www.allstar.fiu.edu/aero/ADF.htm) on January 16,
2000. Retrieved October 17, 2010.
4. Robert Connolly (February 2016). "Types of NDB". Radio User. 11 (2): 48–49. ISSN 1748-
8117 (https://www.worldcat.org/issn/1748-8117).
5. "FAA Aeronautical Information Manual, 5-3-4. Airways and Route Systems" (http://www.farai
m.org/aim/aim-4-03-14-313.html).
6. Robert Connolly (December 2010). "Beacon Updates and Frequencies to Try". Radio User.
5 (12): 48. ISSN 1748-8117 (https://www.worldcat.org/issn/1748-8117).
7. Remington, S., KH6SR (1987–1989). "On the Art of NDB DXing" (https://web.archive.org/we
b/20180527111627/http://lwca.org/library/articles/kh6sr/). The Longwave Club of America.
Archived from the original (http://lwca.org/library/articles/kh6sr/) on May 27, 2018. Retrieved
January 6, 2008.
8. "Airservices to begin turning off ground-based navaids from May 26" (https://australianaviati
on.com.au/2016/05/airservices-to-begin-turning-off-ground-based-navaids-from-may-26/).
9. Mattis, James N.; Chao, Elaine L.; Duke, Elaine C. (2017). "2017 Federal Radionavigation
Plan" (https://rosap.ntl.bts.gov/view/dot/32801).
10. "NAVAID Decommissioning" (https://www.aopa.org/advocacy/airports-and-airspace/navigati
on-and-charting/navaid-decommissioning). September 17, 2018.

Further reading
International Civil Aviation Organization (2000). Annex 10 — Aeronautical
Telecommunications, Vol. I (Radio Navigation Aids) (5th ed.).
U.S. Federal Aviation Administration (2004). Aeronautical Information Manual, § 1-1-2. (http
s://web.archive.org/web/20081201074339/http://www1.faa.gov/ATpubs/AIM/)
Remington, S., KH6SR (1987–1989). "On the Art of NDB DXing" (https://web.archive.org/we
b/20021209101109/http://lwca.org/library/articles/kh6sr/index.htm). The Longwave Club of
America. Archived from the original (http://lwca.org/library/articles/kh6sr/index.htm) on
December 9, 2002. Retrieved January 6, 2008.
Appleyard, S.F.; Linford, R.S.; Yarwood, P.J. (1988). Marine Electronic Navigation (2nd ed.).
Routledge & Kegan Paul. pp. 68–69. ISBN 0-7102-1271-2.
Godfrey Manning (December 2007). "Sky High: ADF and NDBs". Radio User. PW
Publishing Ltd. 2 (12): 25. ISSN 1748-8117 (https://www.worldcat.org/issn/1748-8117).
Godfrey Manning (January 2008). "Sky High: NDB/ADF". Radio User. PW Publishing Ltd. 3
(1): 24–25. ISSN 1748-8117 (https://www.worldcat.org/issn/1748-8117).
Richard Gosnell (April 2008). "An Introduction to Non Directional Beacons". Radio User. PW
Publishing Ltd. 3 (4): 28–29. ISSN 1748-8117 (https://www.worldcat.org/issn/1748-8117).
Robert Connolly (August 2009). "NDB DXing – Understanding the basics". Radio User. PW
Publishing Ltd. 4 (8): 40–42. ISSN 1748-8117 (https://www.worldcat.org/issn/1748-8117).
Instrument Procedures Handbook FAA-H-8261-1A (https://archive.org/details/instrumentproc
ed00admi). FAA. 2007. pp. 5–60. ISBN 9781560276869.

External links
List of North American navigation aids from airnav.com (http://www.airnav.com/navaids/)
A list of navigation aids with entries missing from the above (https://web.archive.org/web/200
10302152506/http://worldaerodata.com/)
 UK Navaids Gallery with detailed Technical Descriptions of their operation (http://www.trevor
d.com/navaids/)
Flash-based ADF instrument simulator (http://www.luizmonteiro.com/Learning_ADF_Sim.as
px)
Large selection of beacon related resources at the NDB List Website (http://www.ndblist.inf
o/)
The NDB List Radiobeacon Photo Gallery (http://www.ndblist.info/ndbphotos/beaconpics.ht
m)
On The art of NDB DXing (https://web.archive.org/web/20140312225159/http://pe2bz.philpe
m.me.uk/Comm/-%20ELF-VLF/-%20ELF-Theory/-%20Antenna-Theory/Vlf-11101-NDB-Dxin
g/) [archived]
Database with NDBs (http://classaxe.com/dx/ndb/rww/signal_list)

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