To track outbound, the same principles apply: needle moving left = wind from the left, needle moving right = wind from the right. Wind correction is made toward the needle deflection. The only exception is while the turn to establish the WCA is being made, the direction of the azimuth needle deflections is reversed. When tracking inbound, needle deflection decreases while turning to establish the WCA, and needle deflection increases when tracking outbound. Note the example of course interception and outbound tracking in Figure 9-8. 

## Intercepting Bearings 

ADF orientation and tracking procedures may be applied to intercept a specified inbound or outbound MB. To intercept an inbound bearing of 355°, the following steps may be used. [Figure 9-9] 

1. Determine your position in relation to the station by paralleling the desired inbound bearing. In this case, turn to a heading of 355°. Note that the station is to the right front of the aircraft. 

2. Determine the number of degrees of needle deflection from the nose of the aircraft. In this case, the needle’s RB from the aircraft’s nose is 40° to the right. A rule of thumb for interception is to double this RB amount as an interception angle (80°). 

3. Turn the aircraft toward the desired MB the number of degrees determined for the interception angle, which as indicated (in two above) is twice the initial RB (40°) or, in this case, 80°. Therefore, the right turn is 80° from the initial MB of 355° or a turn to 075° magnetic (355° + 80° + 075°). 

4. Maintain this interception heading of 075° until the needle is deflected the same number of degrees “left” from the zero position as the angle of interception 080° (minus any lead appropriate for the rate at which the bearing is changing). 

5. Turn left 80° and the RB (in a no wind condition and with proper compensation for the rate of the ADF needle movement) should be 0° or directly off the nose. Additionally, the MB should be 355° indicating proper interception of the desired course. 

NOTE: The rate of an ADF needle movement, or any bearing pointer for that matter, is faster as aircraft position becomes closer to the station or waypoint (WP). 

Interception of an outbound MB can be accomplished by the same procedures as for the inbound intercept, except that it is necessary to substitute the 180° position for the zero position on the needle. 

## Operational Errors of ADF 

Some of the common pilot-induced errors associated with ADF navigation are listed below to help you avoid making the same mistakes. The errors are: 

1. Failure to keep the heading indicator set so that it agrees with the corrected magnetic compass reading. Initiating an ADF approach without verifying that the heading indicator agrees with the corrected compass indicator reading may cause the pilot to believe that he is on course but still impact the terrain (CFIT). 

2. Improper tuning and station identification. Many pilots have made the mistake of homing or tracking to the wrong station. 

3. Positively identifying any malfunctions of the RMI slaving system or ignoring the warning flag. 

4. Dependence on homing rather than proper tracking. This commonly results from sole reliance on the ADF indications rather than correlating them with heading indications. 

5. Poor orientation due to failure to follow proper steps in orientation and tracking. 

6. Careless interception angles, very likely to happen if you rush the initial orientation procedure. 

7. Overshooting and undershooting predetermined MBs, often due to forgetting the course interception angles used. 

8. Failure to maintain selected headings. Any heading change is accompanied by an ADF needle change. The instruments must be read in combination before any interpretation is made. 

9. Failure to understand the limitations of the ADF and the factors that affect its use. 

10. Overcontrolling track corrections close to the station (chasing the ADF needle) due to failure to understand or recognize station approach. 

## Very High Frequency Omnidirectional Range (VOR) 

VOR is the primary navigational aid (NAVAID) used by civil aviation in the National Airspace System (NAS). The VOR ground station is oriented to magnetic north and transmits azimuth information to the aircraft, providing 360 courses TO or FROM the VOR station. When DME is installed with the VOR, it is referred to as a VOR/DME and provides both azimuth and distance information. When military tactical air navigation (TACAN) equipment is installed with the VOR, it is known as a VORTAC and provides both azimuth and distance information. 

