NDB/VOR Outbound/Inbound Track Interception by looking only at DI

(The simplest and fool proof method!)

(For DA-40, assuming ADF compass rose is fixed )
(Suggestion: To read slowly, reason & analyze carefully in order to avoid
confusion!)

Outbound Track (QDR) Interception

(Refer to WMKA NDB/DME Rwy 04 CAT A & B, Chart Index 16-2)

To find the Intercept Heading

1. Hold present Heading Steady.
2. Transfer ADF Pointer onto DI. (only for fixed card type ADF indicator)
3. Apply this formula TD6
( From the Tail of the Bearing, to the Desired Outbound Track, plus or
minus 60°!) (can use 30°, 40°, etc up to max of 90° )(Better memorized!)
Note: Always add or subtract to the Desired Outbound Track (QDR), never to
the Tail of the Bearing!

ATC - Maha xxx, after taking off on runway 22 intercept outbound track 270 AT,
and call steady.

DI Fixed Card RMI

4. Follow the following steps (Please do not skip the steps!)
Step 1 - Look at the Tail then move towards Desired Outbound Track QDR (270°).
Step 2 - Proceed forward on this clockwise direction and add 30° to the Desired
Outbound Track.
Step 3 – 30° beyond the 'D' is 300°, this is the intercept heading!
Step 4 - As the intercept heading is on the Right, simply turn Right onto 300°.

DI Fixed Card RMI

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Step 5 - Fly on that intercept heading until ADF pointer Tail rises up to the lead point
(265°) of Desired Outbound Track (Note - 'Tail' always 'Rises'. In other
word 'Closes'.)

DI Fixed Card RMI

Step 6 - Turn left onto Outbound Track 270°, as it is on the left of top index.

DI Fixed Card RMI

Step 7 - Outbound Track Interception completed.

Aircraft - Maha xxx, Steady on outbound track 270 AT !

Maintaining Desired Track/Radial/Airways/RNav (Outbound)

(Double and half method)
Example: The aircraft is on outbound track 150° AT initially …
1. Maintain current heading steady until tail deflects 10° either side of the top
index. (If there is a wind the tail will deflect to either side for sure. If there is no cross
wind but exact tail or head wind, it will keep stay under the top index)

DI Fixed Card RMI

2. Make correction by turning towards the pointer head side with two times of
drift. (i.e. 20° to the right, because head is on the right side!). In this way new heading
will be 170°. (Always turn away from the ‘Tail’)(Head indicates where the wind is
blowing!)(in this case wind is from West or South West or South)
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DI Fixed Card RMI

3. Fly on that heading until tail deflects (rises) the same magnitude as drift. (i.e.
10° ).

DI Fixed Card RMI

4. Reduce half of the correction and fly on that new heading. In this way the new
drift compensated heading becomes 160°.

DI Fixed Card RMI

5. Fly steady on this heading. In this case you are flying with 10° drift correction
to the right. If this drift correction is just right, the tail will keep staying at 10° to the
left of the top index.
6. If the wind is getting stronger the tail will deflect more than 10° to the left. It
means the aircraft is drifting to the left of desired track/radial. You have to repeat the
above steps again and fly with larger WCA (Wind Correction Angle).
(150°+15°=165° this time!)
7. If the wind is getting weaker the tail will deflect to the right instead of left! It
means your WAC of 10° is too much for the current upper wind and consequently
your aircraft is flying towards right of the desired track/radial.
8. First you have to maintain current heading 160° steady and wait until tail
deflects 10°to the right. (i.e. under the top index)
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DI Fixed Card RMI

9. Then turn parallel to the desired track/radial, that is 150°. Let the wind blows
you back onto the desired track/radial. (You shouldn't fly into down wind by turning
140° etc.)
10. Fly on 150° until tail deflects back under the top index.

DI Fixed Card RMI

11. Reduce half of the correction and fly on that new heading. In this way the new
drift compensated heading becomes 155°.

Note: Study the graphical illustration on page number 5 ….

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Inbound Track (QDM) Interception

To find the Intercept Heading

1. Hold present Heading Steady.
2. Transfer ADF Pointer onto DI. (only for fixed card type ADF indicator)
3. Apply this formula DH6
( From the Desired Inbound Track, to the Head of the Bearing, plus or
minus 60° !) (can use 30°, 40°, up to max of 90° )(Better learn by heart!)
Note: Always add or subtract to the Desired Inbound Track (QDM), never to the
Head of the Bearing!

ATC - Maha xxx, intercept inbound track 150 AT, call steady.

DI Fixed Card RMI

1. Follow the following steps (Please do not skip the steps!)

Step 1 – Look at the Desired Inbound Track QDM(150°) proceed towards the Head of
the bearing pointer.
Step 2 – Proceed forward on this anti-clockwise direction and subtract 60° from the
Desired Inbound Track.

Step 3 – 60° behind the 'D' is 090°, this is the intercept heading!
Step 4 – As the intercept heading is on the Left, simply turn Left onto 090°.
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DI Fixed Card RMI

Step 5 – Fly on that intercept heading until ADF pointer Head falls onto the lead point
of Desired Inbound Track (145°) (Note: 'Head' always 'Falls'. In other word
'Opens'.)

DI Fixed Card RMI

Step 6 – Turn right onto Inbound Track 150°, as it is on the right of top index.

DI Fixed Card RMI

Step 7 – Inbound Track Interception completed.

Aircraft – Maha xxx, Steady on Inbound track 150 AT !

Maintaining Desired Track/Radial/Airways/RNav (Inbound)

(Double and half method)

1. Maintain current heading steady until head deflects 10° either side of the top
index. (If there is a wind the head will deflect to either side for sure. If there is no
cross wind but exact head or tail wind, it will keep stay under the top index)
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DI Fixed Card RMI

2. Make correction by turning towards the pointer head side with two times of
drift. (i.e. 20° to the right, because head is on the right side!). In this way new heading
will be 170°. (Always turn across the ‘Head’)

DI Fixed Card RMI

3. Fly on that heading until head deflects (falls) the same magnitude as drift. (i.e.
10°).

DI Fixed Card RMI

4. Reduce half of the correction and fly on that new heading. In this way the new
drift compensated heading becomes 160°.
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5. Fly steady on this heading. In this case you are flying with 10° drift correction
to the right. If this drift correction is just right, the head will keep staying at 10° to the
left of the top index and deviation bar will stay at center.
6. If the wind is getting stronger the head will deflect towards the top index. It
means the aircraft is drifting to the left of desired track/radial. You have to repeat the
above steps again and fly with larger drift compensated heading. (150°+15°=165° this
time!)
7. If the wind is getting weaker the head will further deflect to the left instead of
right! It means your WCA of 10° is too much for the current upper wind and
consequently your aircraft is flying towards right of the desired track/radial.
8. First you have to maintain present heading 160° steady and wait until head
deflects additional 10° to the left.

DI Fixed Card RMI

9. Then turn parallel to the desired track, that is 150°. Let the wind blows you
back onto the desired track/radial. (You shouldn't fly into down wind by turning 140°
etc.)
10. Fly on 150° until head deflects back under the top index.

DI Fixed Card RMI

11. Reduce half of the correction and fly on that new heading. In this way the new
drift compensated heading becomes 155°.
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Procedure Turns
"A procedure turn is a course reversal maneuver"

80/260 Procedure Turn

For example, fly heading of 180°. At B, execute rate one turn to the left through 80°
to a heading of 100°. Once reaching 100° ( Point C) immediately turn right, continue
rate one turn through another 260°, and roll out on a heading of 360° (Point D).

45/180 Degrees Procedure Turn

For example, fly outbound course 264°. At appropriate time/distance, start timer and
turn left 45° to a heading of 219° at rate one turn. After one minute is up, turn right
180° to a heading of 039°. Observe the CDI/LOC and roll out to the right to intercept
inbound course 084° .
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Station Passage and Recommended Actions to be done

Station Passage
1. Station Passage over any facility is defined as VOR/ADF Pointer deflects 90°
to the left or right (wing position). (or)

2. First positive & complete change of 'To' flag on VOR indicator or HSI.
In the intersection holding, when reaching appropriate DME (eg. 15 DME in TANOB
Intersection Holding).

'To' Flag 'From' Flag

Actions to be carried out at Station Passage (Six Tee's)

T – Time (Start the stop watch)
T – Turn (Turn onto appropriate heading, if not required call out "not required")
T – Torque (Power/Throttles – reduce if need to decelerate or descend, if not
require call out "not required")
T – Tune (Tune to next facility, if not require call out "not required")
T – Twist (Twist the course selector or OBS knob, if not require call out "not
required")
T – Talk (Transmit as necessary "Maha xxx overhead VPL 4100 outbound plus
four / Maha xxx beacon outbound etc, if not require call out "not
required").
Note
These methods are compiled solely for my reference, never intend to interfere nor
supersede the HMA approved teaching material

Wishing you lots of fun in instrument flying!

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