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Page Title: Maintaining Course
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Intercept Heading. Determine an intercept heading. If a suitable intercept angle was not established
during the initial turn, look from the tail of the bearing pointer to the desired course. Any heading
beyond the desired course is a no-wind intercept heading. Turn in this direction an amount
approximately equal to the number of degrees off course. Normally, to avoid overshooting the
course, do not use an intercept angle greater than 45. (Tail to Course+degrees off course=intercept
Adjust intercept. Turn to an intercept heading if not previously accomplished.
Maintain. Maintain the intercept heading until a lead point is reached, then complete the intercept.
E. Maintaining Course.
To maintain course, fly a heading estimated to keep the aircraft on the selected course. If the CDI or
bearing pointer indicates a deviation from the desired course, return to course avoiding excessive
intercept angles. After returning to course, re-estimate the drift correction required to keep the CDI
centered or the bearing pointer pointing to the desired course. (The CDI and bearing pointer may show
a rapid movement from the on-course indication when close to the station. In this situation, avoid
making large heading changes because actual course deviation is probably small due to proximity to
the station).
F. Station Passage.
VOR and VOR/DME. Station passage occurs when the TO-FROM indicator makes the first positive
change to FROM.
TACAN. Station passage is determined when the range indicator stops decreasing (minimum DME).
ADF. Station passage is determined when the bearing pointer passes 90 to the inbound course.
NOTE: When established in an NDB holding pattern, subsequent station passage may be determined by using the
first definite move by the bearing pointer through the 45 index on the RMI.
G. Arc Intercepts.
TACAN and VOR/DME arcs are often used during an instrument flight. An arc may be intercepted at
any angle but it is normally intercepted from a radial. An arc may be intercepted when proceeding
inbound or outbound on a radial. A radial may be intercepted either inbound or outbound from an arc.
The angles of intercept (arc to radial or radial to arc) are approximately 90. Because of the large
intercept angles, the use of accurate lead points during the interception will aid in preventing excessive
under or overshoots.
Arc Interception from a Radial.
Tune and Identify. Tune the TACAN or VOR/DME equipment.
Lead Point. Determine the direction of turn and determine a lead point that will result in positioning
the aircraft on or near the arc at the completion of the initial turn. (About 0.8 NM works well as a
no-wind lead point for a 90 turn in the T-44 at 150 KIAS low altitude.)
Turn. When the lead point is reached, turn to intercept the arc.
Monitor. Monitor the bearing pointer and range indicator during the turn, and roll out with the
bearing pointer on or near the 90 index (wing-tip position).
Reference 90 index. If the aircraft is positioned outside the arc, roll out with the bearing pointer
above the 90 index; if inside the arc, roll out with the bearing pointer below the 90 index.
Radial Interception From an Arc.
Set. Set the desired course in the course selector window.
Lead Point. Determine the direction of turn and determine the lead required in degrees. The
interception of a radial from an arc is similar to any course interception except the angle of
interception will usually be approximate 90. The lead point for starting the turn to intercept the

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