RPTR SHOT A LOC APCH TO BFL. THE ONLY NAV EQUIP HE HAS WAS A LOC RECEIVER; NO GS; ADF OR MARKER BEACON RECEIVER.

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THE SITUATION REALLY AROSE 3 MONTHS AGO WHEN I RELOCATED TO BAKERSFIELD FROM SAN DIEGO. I HAVE NOT HAD ACCESS TO RENTAL ACFT LIKE I DID IN MY SAN DIEGO FLYING CLUB. ABOUT 2 WKS AGO I FINALLY GOT AROUND TO GETTING CHKED OUT IN AN SMA AT A LCL FBO. CONDITIONS WERE VFR (VMC) AND WE RAN THROUGH THE BASIC MANEUVERS; STALLS; MCA; STEEP TURNS; AND TOUCH AND GOES; SO NO NAV WORK WAS REQUIRED. ANXIOUS TO STAY PROFICIENT I RENTED THE SAME ACFT FOR A SHORT LCL IFR FLT. I KNEW THE PLANE HAD A SINGLE VOR NAV AND A II MORROW LORAN. I HAD DECIDED TO 'SHOOT' A VOR APCH TO PORTERVILLE AND BACK TO BAKERSFIELD MEADOWS (BFL) FOR AN ILS. FLYING THE APCH TO PTV WAS NOT REALLY A PROBLEM USING JUST THE SINGLE NARLO NAV; IT HAD A STANDBY FREQ FUNCTION AND I FLIP-FLOPPED BTWN SHAFTER (EHF) AND PORTERVILLE VORTACS TO DEFINE MY ARR OVER 'DUCOR' INTXN. FINISHING THE APCH AT PORTERVILLE; I FOLLOWED MY CLRNC INSTRUCTIONS BACK TO BFL. HOWEVER WHEN I TUNED IN THE LOC FREQ FOR BFL I FINALLY REALIZED THERE WAS NO GS INDICATOR NOR MARKER BEACON RECEIVERS. I ALREADY KNEW THE PLANE HAD NO ADF RECEIVER ALSO. THEREFORE I HAD NO WAY TO IDENT 'NILEY' THE FAF. I CALLED APCH; HESITANT TO CONFESS MY PREDICAMENT; AND ASKED FOR A LOC APCH INSTEAD OF THE ILS RWY 30R. ESTABLISHED JUST OUTSIDE NILEY APCH ASKED ME TO RPT NILEY. MY REPLY WAS 'NEGATIVE NILEY; NO ADF' WHICH HE RESPONDED CURIOUSLY 'THANK-YOU' AND HANDED ME OFF TO TWR. I HAD BEEN HOPING FOR SOME HELP TO IDENT 'NILEY' FROM APCH. BUT AGAIN WAS HESITANT TO CONFESS MY NEGLIGENCE. I WAS LEVEL AT 2400 FT MSL AND THE TWR CLRED ME TO LAND. BASE OF THE IMC WAS 1000 FT MSL AND TOPS ROUGHLY 2000 FT MSL. I ASKED THE TWR IF I WAS CLR TO VACATE 2400 FT AND HIS REPLY WAS A SURPRISED 'YES; YOU'RE CLRED TO LAND.' UPON HEARING THIS; AND KNOWING I WAS REALLY CLOSE TO THE ARPT; I PULLED THE CARB HEAT ON AND THROTTLE TO IDLE. I HAD THE LOC NEEDLE CENTERED THROUGHOUT (IT WAS THE ONLY THING I HAD GOING FOR ME). THE RESULTING NO FLAP DSCNT YIELDED ABOUT 1000 PLUS FPM AND AN AIRSPD OF ABOUT 110 KTS; OUTSIDE THE WHITE ARC. I 'BROKE OUT' OF THE BASE WITH THE DISPLACED THRESHOLD IMMEDIATELY IN FRONT OF ME AT ABOUT 400 FT AGL. I KNEW I WAS COMING IN WITH A LOT OF EXCESS SPD AND HAD TO BLEED IT OFF IN GND EFFECT STILL WITHOUT FLAPS. I LANDED SAFELY AND HAD COME TO A STOP AT EXIT 'JULIET' 2/3 OF THE 10000 PLUS FT RWY HAD BEEN USED UP! ATC APPARENTLY NEVER BECAME FULLY AWARE OF MY SITUATION AND NO QUESTIONS WERE ASKED. AFTER I SECURED THE ACFT; I TALKED TO THE INSTRUCTOR WHO HAD CHKED ME OUT AND TOLD HIM OF MY FLT. HE SAID HE DIDN'T REALIZE; HIMSELF; THAT THE PLANE HAD NO GS. HAVING ONLY BEEN WITH THIS FBO FOR ONLY ABOUT 4 WKS. I TOLD NO ONE ELSE BUT 2 CLOSE FRIENDS AND THEY AGREED THAT I SHOULD FILL OUT A NASA RPT TO PROTECT MYSELF. THE FOLLOWING FACTORS; I FEEL; CONTRIBUTED TO THIS EVENT. HAVING FLOWN BETTER EQUIPPED AIRPLANES IN SAN DIEGO LED ME TO BELIEVE THIS PLANE WOULD HAVE A GS INDICATOR EVEN IF THERE WAS ONLY 1 NAV (FAIRLY NEW NARLO RADIOS). ANXIOUS TO STAY PROFICIENT LED ME TO BE NEGLIGENT OF FAR 91.205 (D) (2) '2-WAY RADIO COMS SYS AND NAVIGATIONAL EQUIP APPROPRIATE TO GND FACILITIES TO BE USED.' FAILURE OF CFI CONDUCTING CHK OUT TO BRING MY ATTN TO THE LIMITED NAV CAPABILITIES OF THIS ACFT. LESSONS LEARNED: DON'T TAKE ANYTHING FOR GRANTED! DON'T BE IN A HURRY. I WAS VERY LUCKY!