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. 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] 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: 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. 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. Very High Frequency Omnidirectional Range  (VOR) 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. 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. Intercepting Bearings Operational Errors of ADF 9-8