Intercepting & Tracking

Radial intercepting and tracking establish the airplane on a predetermine radial and to track it to a location, thereby aiding in navigation.

Intercepting & Tracking

Introduction to Intercepting & Tracking

  • Radial intercepts and tracking for both VORs and TACANs are flown identically
  • Their purpose is to establish the airplane on a predetermine radial and to track it to a location, thereby aiding in navigation
  • once established, pilots must then be able to make necessary corrections for the effects of wind
  • Test your understanding of Intercepting & Tracking by completing the knowledge quiz, applying your knowledge in the interactive scenario, comparing your performance against the applicable Airman Certification Standards, and concluding with the topic summary to reinforce the key concepts before moving on to the next lesson.

  • WARNING:
    All procedures are GENERALIZED.
    Use the Pilot Operating Handbook (POH) procedures for specific aircraft performance and limitations.
    and/or current Standard Operating Procedures (SOPs).
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    Intercepting & Tracking

    Intercepting & Tracking Key Highlights

    • VOR and TACAN radial intercept and tracking procedures allow pilots to navigate accurately using ground-based navigation systems.
    • VOR systems provide azimuth guidance through radials extending outward from the navigation station.
    • TACAN systems provide military navigation capability with azimuth and distance information similar to VOR/DME functionality.
    • Intercepting a radial requires selecting the desired course, determining aircraft position, and choosing an appropriate intercept angle.
    • Wind correction techniques are necessary to maintain accurate course tracking and prevent drift from the selected radial.
    • Course deviation indicators and heading adjustments help pilots maintain precise navigation alignment during tracking operations.
    • Reverse sensing can occur if the selected course or aircraft orientation is interpreted incorrectly.
    • Pilots should identify navigation stations positively using Morse code or approved identification methods before use.
    • Modern RNAV and GPS systems supplement traditional VOR and TACAN navigation but understanding ground-based systems remains important.
    • Understanding VOR and TACAN radial intercept and tracking improves navigation proficiency, situational awareness, and overall flight safety.
    Intercepting & Tracking

    Introduction to Intercepting & Tracking

    • Homing is flying the aircraft on any heading required to keep the needle pointing directly to the 0° Relative Bearing (RB) position.
      • The Automatic Direction Finder (ADF) may be used to "home" in on a station.

    • Homing Procedure;

      1. ADF Homing with a Crosswind
        ADF Homing with a Crosswind
      2. Tune the station, identify the Morse code signal and identify the station, as appropriate.
      3. Turn the aircraft to bring the ADF azimuth needle to the 0° releative bearing (RB) position (straight up and down).
        • Turns should be made using the heading indicator.
      4. When the turn is complete, check the ADF needle and make small corrections as necessary to keep the needle straight up and down (RB of 0°).
      5. Small heading corrections are then made to zero the ADF needle.
        • If there is no wind, the aircraft homes to the station on a direct track over the ground.
        • With a crosswind, the aircraft follows a circuitous path to the station on the downwind side of the direct track to the station.
      6. ADF Homing with a Crosswind
        ADF Homing with a Crosswind
    Intercepting & Tracking

    VOR & TACAN Radial Intercept Procedure

    1. Tune the station frequency and verify the station's Morse Code identifier
    2. Check the heading indicator with the magnetic compass
      • Reset as necessary
    3. Turn the airplane to a heading to parallel the desired course, in the sae direction as the course to be flown
    4. With the Omni Bearing Selector (OBS), center the Course Deviation Indicator (CDI) with a TO flag indication (inbound), or a FROM flag indication (outbound) as appropriate
    5. Determine the difference between the radial to be intercepted and the radial presently on
    6. Double the difference to determine the interception angle
      • May not be less than 20°, nor more than 90°
      • Since the distance between radials varies with distance from the station (at 60 NM 1° between radials = 1 nm, 30 NM, 1° = 0.5 NM, etc.), the amount of intercept heading used must vary accordingly to prevent overshooting the desired course
    7. Rotate the OBS to select the desired radial ("FROM" Flag), or the course ("TO" Flag)
    8. Turn to the intercept heading determined and hold the heading constant until the CDI begins to center
    9. As the CDI begins to center, begin turning to the heading corresponding to the radial or course selected
    10. Track the radial (outbound) or course (inbound), as appropriate
      • As proficiency increases, steps 3 and 4 may be eliminated
    11. Once the radial has been intercepted, proceed with VOR/TACAN Radial Tracking procedures
    Intercepting & Tracking

    VOR & TACAN Radial Tracking Procedure

    1. After the course has been intercepted, maintain the heading that corresponds to the course selected
    2. If the CDI should move off center, re-intercept by beginning with a 20° change (intercept angle) in heading (intercept heading) toward the deflection of the CDI
    3. Maintain the intercept heading until the CDI re-centers, and then turn back to a new course heading by taking out 1/2 of the intercept angle
      • For example, the airplane has drifted to the right of the 090° radial (outbound). To re-intercept the radial, a left turn is made to a heading of 070°. When the CDI re-centers, a right turn is made to maintain a new Course Heading of 080° (10° Wind Correction Angle)
    4. If the CDI should move off center, re-intercept by beginning with a 10° change in heading (intercept heading) toward the deflection of the CDI
    5. Maintain the intercept heading until the CDI re-centers, and then turn back to a new course heading by taking out 1/2 of the intercept angle
      • For example, The airplane has drifted again to the right of the 090° radial (outbound). To re-intercept the radial, a left turn is made to a heading of 070° (10° change). When the CDI re-centers, a right turn is made to maintain a new Course Heading of 075° (5° change, 15° Wind Correction Angle now total)
      • Wind conditions may require the use of intercept angles greater than 20° to change the direction of the CDI deflection however, the "bracketing" procedures above are still applicable
    6. Consider setting the heading bug to the heading to be flown so as to maintain the wind correction angle and therefore track
    7. Deviations:
      • Consider what full-scale deflection means in terms of distance for the mode of flight the aircraft is in (enroute, terminal, etc.) or sensitivity relative to distance from a navigation station to understand how far off you are before inputting too much or too little of a correct.
      • Referencing a cross-track error (XTK) from the avionics or EFB, if available, to better guage your deviation.
    Intercepting & Tracking

    Intercepting & Tracking Interactive Scenario

    Interactive Scenario

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    Intercepting & Tracking

    Intercepting and Tracking Navigational Systems and DME Arcs Airman Certification Standards

    Instrument Rating (Airplane) Intercepting and Tracking Navigational Systems and DME Arcs Airman Certification Standards

    Knowledge 2 ACS Elements
    • IR.V.A.K1:
      Ground-based navigation (orientation, course determination, equipment, tests, and regulations), including procedures for intercepting and tracking courses and arcs.
    • IR.V.A.K2:
      Satellite-based navigation (orientation, course determination, equipment, tests, regulations, interference, appropriate use of databases, Receiver Autonomous Integrity Monitoring (RAIM), and Wide Area Augmentation System (WAAS)), including procedures for intercepting and tracking courses and arcs.
    Risk Management 3 ACS Elements
    Skills 10 ACS Elements
    • IR.V.A.S1:
      Tune and identify the navigation facility/program the navigation system and verify system accuracy as appropriate for the equipment installed in the aircraft.
    • IR.V.A.S2:
      Determine aircraft position relative to the navigational facility or waypoint.
    • IR.V.A.S3:
      Set and orient to the course to be intercepted.
    • IR.V.A.S4:
      Intercept the specified course at appropriate angle, inbound to or outbound from a navigational facility or waypoint.
    • IR.V.A.S5:
      Maintain airspeed ±10 knots, altitude ±100 feet, and selected headings ±5°.
    • IR.V.A.S6:
      Apply proper correction to maintain a course, allowing no more than 3/4-scale deflection of the course deviation indicator (CDI). If a distance measuring equipment (DME) arc is selected, maintain that arc ±1 nautical mile.
    • IR.V.A.S7:
      Recognize navigational system or facility failure, and when required, report the failure to air traffic control (ATC).
    • IR.V.A.S8:
      Use a multi-function display (MFD) and other graphical navigation displays, if installed, to monitor position, track wind drift, and to maintain situational awareness.
    • IR.V.A.S9:
      At the discretion of the evaluator, use the autopilot to make appropriate course intercepts, if installed.
    • IR.V.A.S10:
      Use single-pilot resource management (SRM) or crew resource management (CRM), as appropriate.
    Intercepting & Tracking

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    Intercepting & Tracking

    Intercepting & Tracking Conclusion

    • Distinguishing the meaning of FROM and TO is important to avoid reverse sensing
      • We fly a course TO, and intercept radials FROM
    • Although these procedures are largely written for radio frequency NAVAIDs, GPS procedures are very similar
    • Consider actual versus realized performance when doing any performance calculations
    • Consider practicing maneuvers on a flight simulator to introduce yourself to maneuvers or knock off rust
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