NDB approaches are ambiguous by design. Especially those where the NDB is not at the field. With some(very few), you have the luxury of something like a VOR radial for reference between the FAF and MAP... or in this case (even though it's not referenced on the descent profile),you've also got a middle-marker.

Assuming (as we should), there is no middle-marker; you've got 6nm to lose a mere 1300 feet.. a normal NDB technique would be to loose that 1300 as soon as possible, level off, and look for the runway.. going around as time expires, OR, if you DO see the runway as you near it, still at 400agl, but too near to land, then go around. It's not so much that the runway is the MAP, it's more like, which ever comes first; timer or catching sight too near to land.

The theory is (obviously).. if you're at 400agl, in 3/4 mile visibility, and on approach course, you'll see the runway in plenty of time to go visual. Also.. for D/E catagory, the visibility minimum is nearly double ( 1-1/4).

Personally, unless it was an airport I'm intimately familiar with; I'll only fly an NDB as 'Circling'.. higher ceiling and visibility minimums.