Windplayer nice answer for the 3* profile approach and STAR.

Bit more on the NDB. You can use GPS in lieu of DME, set the GPS NRST to the NDBs AIP code e.g CKN for Cooktown QLD Australia, its on the NDB Approach Chart anyway. If you don't want to do that I would use the nearest DME that could give me a distance to use to about 30 nm from the NDB, if not time it - the key thing with the NDB is that you only have a positive fix and position by passage over the aid. Then you must use timing only and the approaches are designed to allow for tolerances for timing to a point and you are able to apply corrections for known wind to shorten tracking or increase tracking as required.

I recommend a 3x profile descent adding in the legs outbound, turning inbound, inboud to MAP, this will give you the approximate distance to fly, lets say a 2mins out at 180 knots = 6nm, then 1 min turn inbound, generally about 180 degrees of arc so on a rate 1 turn @3 nm, then 2 mins inbound at 150 kts = 5nm so you need to subtract this from your nominal TOD point based on 3x your altitude.

Once you get the hang of it you can fly a whole reversal turn NDB on profile and be nicely above the minimums and it is all incorporated into your managed descent from your inbound cruising altitude.

Just a final note for those without much IFR experience and NDB is a non precision approach, it is designed to get you to a safe circling altitude within 5 nm of the aerodrome where the NDB is located. Most are not runway aligned so your offcentre or even 90 degrees on some, so your MDA is always about the visual circuit height anyway.

The NDB has been around a long long time, I have a copy of a 1938 NDB approach for Chicago in the US I found it in a an old textbook on radio navigation in a bookshop. Nothin much has changed procedurally since then even the chart looked identical. In real life they are a bugger to fly because of all sorts of issues with signal strength location weather time of day etc which is not reproduced in FSX thank goodness otherwise you guys would all go nuts trying to work out what is going on, I've see real NDB needles dance around all over the shop, swing from side to side and sometime just go and point at the nearest thunderstorm instead. Most I ever did was 8 NDB approaches for real in one day in my flying career, not a record but by number 8 I was fed up with them I can tell you, especially in rain at night. In Australia the ILS is a rarity the NDB is the norm and most common approach for most airports.