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Intercepting the ARC

The DME arc is intercepted while flying towards or away from a VORTAC or VOR/DME station. Usually a 90 turn is required to intercept a DME arc. Avoid an over- or undershooting of the DME arc. The point of starting the turn (Lead Point) has to be plotted according to the ground speed. A standard turn has to be maintained. With a ground speed of less than 150 KT, 1NM will do. The curve diameter is about 1% of the TAS, for example: 160 KT would be 1,6 NM. Before crossing the Lead Point make sure the direction of the turn and the heading is plotted for the roll out. During the turn the pilot has to maintain the CDI needle of the VOR in the center. If the CDI is centered and the heading on the VOR indicates an abeam position: level out. If the DME distance is too short, turn to a heading which is indicated in the lower part of the VOR instrument. Again this applies only if the CDI is centered. While following a heading from the lower part of the VOR instrument, the plane will fly away from station. The DME distance will increase since the plane flies away from the station. If the DME distance is too big, turn to a heading which is indicated in the upper part of the VOR instrument. The DME distance will decrease, since the plane flies towards the station. If a heading is followed which shows on the VOR an abeam position, the DME indicating will not change. Again this applies only if the CDI is centered. But if a heading from the upper part of the VOR instrument is maintained, the plane will soon overshoot the required track. The indicated distance will increase. The CDI is maintained in the center by constantly setting the OBS.

The DME distance remains the same.

The DME increases.

distance

The DME decreases.

distance

D 15 ARC

Lead Point D 17,0 ORI Make a banking turn at 17 DME tracking the ARC. see page 115.

The heading 090 points below abeam. The DME indicating increases.

The heading 070 points above abeam. The DME indicating decreases.

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all rules apply only if the CDI is fairly centered. the airplane flies a heading rate which is indicated in the lower part of the VOR indicator. The distance to the station will increase. see illustration on the left, heading 110.

all rules apply only if the CDI is fairly centered. the airplane flies a heading rate which is indicated in the upper part of the VOR indicator. The distance to the station will decrease. if the airplane follows a heading rate which is indicated in the upper part of the VOR instrument, the distance to the station will decrease. see illustration on the left, heading 060.

Maintaining the arc

Arcs with larger radii are easier to fly due to their flat curve, than arcs with short distances. The higher the GS, the sooner a corrective change in heading has to be made. Theoretically a DME arc is flown by keeping the heading constantly in the abeam position shown on the VOR indicator. But in practice the DME arc consists of short and straight legs. If the airplane maintains exactly the required distance and a heading is followed which value is shown on the VOR in exact abeam position, maintain this heading until the heading on the VOR will indicate 5 to 10 below abeam. The DME distance will increase slowly. The next step obtains a corrective change in course towards a heading, shown on the upper part of the VOR instrument. The CDI has to be fairly centered by setting the OBS constantly. Maintain the correction as long as the heading on the VOR points 10 above abeam. Whenever a heading corresponds in the value, which is on the VOR indicator above abeam, the DME distance will decrease. This is the procedure of flying a DME arc.

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Radial 090

The airplane is located at radial 180. The airplane flies a 090 heading, which stands in exact abeam position on the VOR indicator. For the time being the DME distance will remain the same, later on the DME distance will increase.

Radial 090

The airplane is located at radial 170. The airplane flies a 090 heading, which stands in the lower part on the VOR indicator. From now on the DME distance will increase, first slowly then faster.

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Radial 090

The airplane is located at radial 104. The airplane flies a 315 heading, which stands 30 to the right on the VOR. The difference to radial 090 amounts only to 14. From now on the inbound is intercepted with an angle of 30 degrees.

Intercepting a radial or a localizer

There is no big difference if a desired course is approached via a DME arc or via a straight leg. About 20 before tracking the desired course make a banking turn to a 45 interception heading. Normally with a 45 angle a localizer can be intercepted easily. In most cases the LEAD RADIAL is given by the IAL (Instrument Approach and Landing Chart) If an airplane is located at radial 115, make a left turn. The 45 interception heading would be then 331. The localizer is going to be intercepted by a 45 angle. If the TAS is above 160 KT the localizer should be intercepted by a 30 angle. The interception heading is going to be then 316.

Lead Radial Attention: If the Lead Radial is missed you will overshoot the required inbound track. Make sure you apply immediately the necessary corrections otherwise the airplane is going to be located outside of the controlled area, which provides obstacle free clearance. One flies outbound with a 90 angle!