Automatic Direction Finder (AD F)

Knowledge o[AT)F procedures oFfers several advantages to the instrument pilot, although rruiy seldom use
ADF equipnnt because of the relatively simpler operation and interpretation of VI ]F equipment. ADF
provides: (a) a backup navigation system in the event of VHF cquiprncnt failure; (b) a moans of monitoring
position enroule and providing data for plotting Hxes: (c) a naigatiori system for use in areas and at altitudes
where VOR "line-of..sight" signals are unreliable; (d) radio coinmuniations (receiver only) on the ground
where VI IF rcccption is impossible. Weather broadcasts and clearances can he received, for example, at
points outside VHF signal range; and (e) auxiliary and staidliy navigation inIhrn'ition on instrument
approaches.
Selection of Station. An older type AL)I' receiver is shown in Figure 8-21, and has been described earlier on
pages 124 and 121 The receiver illustrated can he tuncd to any station between 190-17 5 0 kHz Included in
this range are "H" Icilities on Rnroute low Altitude CfurLs,
Figure 8-21. AM-' receiver

Tuning. Tuning details vary with the type ADF equipment installed in the aircraft. The tminnlcturer's
brochure provided with the particular receiver will include the necessary operating information. The modem
crystal-controlled digitally-tuned. ADF previously discussed on page 125 eliminates Ynainual tuning. The older
type ADF (Fig. 8-21) is tuned to a stations as Ilillows:
1. Adjust the frequency band selector to the desired hand.
2. Rotate the kolwix knob clockwise to approxiimtely hall'the range.
3. Select "REC" position on the function switch. This selects the sense antenna for tuning the station for use
of the receiver as a nondirectional radio receiver. Tuning with the tirnction switch on 'ADF" (automatic)
position results in unnecessary hunting ofthe \DF needle as various station signals are received
4. Rotate the frequency selector to the desired frequency. [[a tuning moler is installed with the receiver, ills
essential to tune for maximum tuning meter deflection. Without a tuning meter, adjust the frequency selector
for maximum signal clarity and identify the station.
5. Select the !!ADF! position on the Function switch. The ADF needle will rotate until it points to the station.
Note the bearing indicated on the ADF dial and push the "test" button. This will rotate the needle clockwise
until the test button is released. If the station is tuned properly and the signal is reliable, the needle will return
to the bearing p'reiously noted.
6. Adjust the voluar to the desired level, Volume adfustmont has no eflct on operation of the ADF needle.
ADF Orientation. Unlike the \'OR receiver, which indicates magnetic hearing '10 or 1R0 M the station

without reference to aircraft heading, the ADF needle points TO the station, regardless of airctaf heading or
position. The relative bearing indicated is thus the angular relationship between the aircraft heading and the
station, measured clockwise from the nose of the a'ircrafl
A beanng 15 simply the direction oFa straight line between the aircraft and station, or vice-versa. The bearing
line niasurcd clockwise froin the nose of the aircraft is a relative bearing; measured clockwise from true
north, it is a true bearing; measured clockwise from magnetic north, it is a magnetic hearing (Fig. -22 and
Fig, 8-23). As the illustrations show, a true, magnetic, or compass heading i5 Tneasured clockwise Worn the
appropriate north, and a relative bearing is measured clockwise from the nose of the aircraft. Thus, the true,
magnetic, or compass bearing to the station is the sum of true, magnetic, or compass heading, respectively,
and the relative bearingYou will probably orient yourself more readily if you think in ternis of nose/tail arxl left/right needle
indications, visualizing the ADF dial in terms of the longitudinal axis of the aircraft. When the needle points to
OI,'/ the nose of the aircraft points directly to the station; with the pointer on 2 1OT,'/2, the station is 30' 2 Lo
the lelt oI'the tail; with the pointer on 09OI,Y2. the station if'olT' the right wing tip (Fig. 8-24). Thus, to turn
directly toward station A, turn left 15 Q,/2 since the needle points to the left of the nose/taft line 3Oi,Y2 from
the tail position. Station B is 9O1/2 to the right; therefore turn right 9(i'/ to head directly toward the station.
Figure 8-22. ADF

bearings.

Tve N.'rh
M-C~ ne"If

Nwth

rnh

afr
__________

True bearing to station TH + rei, bearing.

Mactic bearing to station = M[ I I reL bearing.
Station to aircraft bearings are true, magnetic or compass bcarins I'/2 I Oi4.
-

Figure

8-23. ADF bearing computations.

Magnegic
North

Magnetic bearing to sialion = nignetic heading (320i,Y2) + rel. bearing (32Oi,1 2) = 64OIV2 or 280I,1/2
(wiicncvcr the total is greater than 36OI, subtract 360 from the bearing).
Figure 8-24. Al)F relative bearings.
C
0

Figure 8-25. Determining magnetic bearing to station with ADF.

-'- -i-MH=230
.\.

_3G
MB= I 5ii
MN

A' I

R-I-MHz4O
420 0
6O M :2O

TA Nq

F.-

'

R.=2cI
-M1l

-t

Ma= 0351,

Note that (a) the relative bearmg shown on the ADF dial does not, by iLseli indicate aireralt position, and (b)
the relative bearing must be related to aircraft heading to dcterrninc direction to or from the station (Fig. 825).
Figure 8-25 shows only one oFseveral methods oI'deterrnining bearings - or lines oI'position - between
aircraft and station. Visualizing the 80I, left-of-nose indication at all three positions shown, the nignctic
bearing to station can he determined by subtracting the left deflection from the magnetic heading:
ARC
Magnetic heading.........23Q,'/2 115
340I,1/2
Mimic left deflection.... 8OIL'/2 8OI( 1/2 80I,1/2
Magnetic bearing ......... 1 50I,'/2 03 5I 1/2 26OI ,1/2
I lonhing. ADF homing is flying the aircraft on any heading required to keep the azimuth needle on 0I,,1/2 until
the selected station has been reached (Fig -26) To head the aircraft toward the station, turn in the heading
that will zero ihe ADF needle. The heading indicator, rather than the ADF, shouki be used to imtke the turn.
At the completion of the initial turn toward the station, check with the ADF needle and, if necessary, zero it
with small corrections
For example, Figure 8-26 shos an initial magnetic heading oiO5OI/2 and a relative bearing oi3O2I1/2. A
left turn of approximately 60i,1/2 sliuld zero the needle, heading 3 5OIj,V2. After the needle is zeroed, it will
remain so unless the heading is changed or crosswind affects the aircraft track. If there is no wind, the aircraft
will Rillow a straight track to the station, assuming constant heading. TFa crosswind drills the aircra1t the
homing track will be a curve as you keep the ADF needle zeroed.
Figure 8-26. ADF horning.

i,- ---

..J

I
i

Approach to the station is indicated by increasingly frequent heading corrections to zero the needle,
especially when a strong crosswind exists, and by sidc-to-side needle dcllcctions vcry close to the station.
Passage directly over the station is shown by a 1 g1/2 reversal ofthe ADF needle to the tail position;
passage on either side arid close to the station is shown by a rapid swing of the needle as it continues 10 point
to the station Horning is easy, though seldom used during instnuncnt flying Competent pilots control track by
more precise procedures.

5/1312D'O

8-8

Tracking. A straight geographic flight path can be followed to or from a lows' (or trdium) frequency fa city
by establishing a heading that will maintain the desired track regardless of wind effect. iDI' tracking
procedures involve interpretation olthe heading indicator and a,ftnutli needle to intercept and hold a desired
magnetic beating.
Inbound Tracking (Fig. 8-27). To track inbound, turn to the heading that will zero the AtM" needle. As you
hold this heading, deflection ofthe A[)F needle to left or right shows a crosswind (needle lelIwind horn left;
needle right wind ftorn right). When a definite change in azimuth (21/2 - 5j,'/2) shows that the aircraft has
drifted of course, turn in the direction of needle deflection (into the wind) to rcintercept the initial inbound
bearing. ITie angle of interception must always he greater than the number of degrees of drifL. The magnitude
of'any intercepting turn depends upon the observed RATP oF'hearthg change, true airspeed, and bow ciiickly
you want to return to course.
A rapid rate of bearing change, while heading is constant, indicates either a strong crosswind or proximity to
the station, or both. For example, iiyou are 60 miles CroTn the station with a degree left deflection, your
airerali is 3 miles to the right of the desired course. In a slow aircraft, use a large interception angle for quick
return to the course. in a very fast aircraft, the same interception angle could result in overshooting the desired
course- Likewise, the same 3I'/ needle deflection closer to the station means less deviation from the desired
course, and srnaUer angles olinterception result in rapid return to course. Again, when aircraft is 60 miles
from the station, a rapid rate ofbearing change indicates a strong crosswind; at l'iaWthat distance, the same
rate of bearing change means twice the crosswind cflct, or conversely, at half the distance, the same wind
e flct results in double the rate o l'beanng change.
At a given angle of interception and with a given wind, rate of closure with the desired track varies directly
with true airspeed. At 150 knots i'AS as compared with 100 knots i'AS, the efkctivcness of a giDI1
inLerception angle is proportionately greater for the same wind at the same distance lom the station. Having
detemiined the angle of interception tr return to the desired track, turn toward the track, by that amount. As
you make the turn with the heading indicator, the azimuth needle rotates opposite the direction of turn. and as
the interception angle is established, the needle points to the side orthc ,rro position opposite the direction of
turn. As you approach the course on a constant interception heading, the ADF needle continues to rotate as
the relative bearing changes. When the needle deflection from zero eqiials the angle ofiriterception. the
aircraft is on the desired track If you begin the turn to the magnetic hearing ofthe desired track when these
angles are equal, you will] overshoot the track, in such a case, you can either drift back to track and then
establish an estimated drift correction angle, or bracket the track with successively smaller interception angles.
Figure 8-27. ADF tracking-inbound.

eeb e&Librr boo kJFRH/8-BJ,m

6/1D

5/1312D'O

8-8

TO 5TAY1O1

1. Turn the aircraft to zero the azimuth needle. Maintain this heading until off-course drift is indicated by left or
right needle dcflcction.
2. When a 5Ij,'/2 change in needle deflection is observed turn 2OY2 in the direction oluieedle deflection.
3. When the needle is deflected 2 Oi/2 (deflection = interception angle), track has been intercepted. Lead the
interception as noted in discussion of tracking. Turn I OI,1/2 toward the inbound course. You are now inbound
with a 1 OI/, left drill correction angle.
4, l]'you observe uIlcourse deflection in the original direction, turn again to the original interception heading.
5. When the desired course has been rcirrtcrceptcd, turn 5I,1/2 toward the inbound course, proceeding
eeb e&Librr boo kJFRH/8-BJ,m

7/1D

inbound with a 15i,/2 drift correction.

6. If the initial I OI,1/2 drift correction is excessive, as shown by needle deflection away from the wind, turn to
parallel the desired course and let the wind drift you hack on course- When ihe needle is again crocd, turn
iao the wniii with a reduced driti correction angle.
A quicker technique is to lead the turn to the inbound heading before the track is intercepted. The amount of
lead depends upon the distance from station, rate of closure observed as you approach the desired track,
number of'degrees lo be turned, and rate ol'lurri. Since these lhctors are variable, you will develop elTcLive
lead estimates as vou bcconx familiar with particular aircraft and practice ADF tracking
After you are back on track, holding an estimated correction for wind drift, you remain on the desired track
as long as the aiirnulh needle is dellecled ftom zero opposite the direction o idniT. correction, an aniount equal
to tlr drift correction angle. If the needle moves further fi-om the nose position, the drift correction is
excessive. Reduce the correction angle allowing the aircraft to drift hack on course. This is indicted for any
drill correction (or interception) angle when ADF needle delleclion and drilt correction angle are equal. lithe
estimated dnit correction is insuftcient, the azimuth needle will ffPDVC toward the nose, requiring a further
correction to regain track. With careful attention to headings, effective drift correction angles can be
established with very little bracketing.
Station Approach and Station Passage. The sank suggestions apply to ADF tracking as have been
mentioned in connection with ADF homing and VORlLocalizer procedures. 'the closer you are to the station,
the more aggraN atcd are your errors in drill correction and basic instrument flying technique, unless you
recognize sI.alori approach and prevent yourselF' Iforn overconirolling the observed track deviations.
When you are close to the station, slight deviations from the desired track result in large deflections of the
azimuth needle. It is important, therefore, that the correct drift correction angle he established as soon as
possible alter interception oI'an inbound course. With the course "pinned down" and heading corrections kept
at a miniiriun you will be more alert to signs of station approach than you would be if you were busy
"chasing headings and ADF deflections. Make small heading corrections (not over 5I'/2) as soon as the
needle shows a deviation from course, until it begins to rotate steadily toward a wing-tip position or shows
erratic left/right oscillations. At this point, hold your last corrected heading ccnstant, and time station passage
when the needle shows either wing-tip position or settles at or near the I 8Oi.'/2 position. The dine interval
from the first indications oistation proximity to positive station passage varies with altitude - a few seconds at
low levels to 3 minutes at high altitude.
Outbound 'I'racking. Procedures for tracking outbound are identical to those used for inbound tracking.
However, the direction ofthe azimuth needle deflections are differciit from those noted during inbound track
interceptions, as shown in Figure 8-28. When tracking inbound, a change ol'beading toward the desired track
re suits in movement of the azimuth needle toward zero. When tracking outbound, a change of heading toward
the desired track rcsuhs in needle movement further away from the 180Y,'/-. position.
Tie/Distance Checks (ADF), Time and (listance to a station mriy he calculated with radio-compass
procedures similar to the VOR procedures already discussed. A variety of methods commonly used are
variations of the basic procedures that follow.
Wing-Tip Bearing Change. To determine the time distance to the station, use the following steps:
1. After tuning in the station, determine the relative bearing from the position of the ADF needle.
2. Turn the number of degrees necessary to place the needle on 09OIY2 or 27OI,1/2.
I Note the time and fly a constant tmgi'ietic heading for a specific number oNegrees ofhearing change.

The amount of change flown varies with the observed rate of bearing change. For example, a 1 OV2 change
at a considerable distance iorn the station may take unnecessarily long; the time/distance check can be
accomplished in this case by timing a 5?1/2 change
4. Apply the observed tmie interval to the !i)rnlub, or cakulate the urne to stMion by rule of thumb if a
1 0i,1/2 bearing change is used (SELi lime/Distance Checks by VO K). For example, you are flying a magnetic
heading oil 0Ij,1/. TAS 130 knots, AI)I-' relative hearing 090I,'/ Maintaining the magnetic heading for 4
nilnutes, you observe are lative beanng ol' 1 0OI,Y2. Approximate time to station is as ftjllows;
Figure 8-23. ADF' tracking-outbound.

By lbnnnla:
60 x minutes between bearing change
Minutes to station Degrees of bearing change
60 x 4
10

24 minutes
By mic of thumb (for 1 0I'/2 change):
Minutes to station - x time in iiiirniies between bearing change.
6x4
- 24 minutes
time in seconds
or Minutes to station = -10
240
10
24 minutes
To determine the distance 11Dm the station, use the lbrmula (see Time/Distance Checks by VOR) or the
following computer method:
I Place the speed index opposite True Air Speed
2. Read distance Ii-urn station on miles scale opposite time 11Dm station on minutes scale.
Other time distance checks are applications of the isosceles triangle principle:
Bow-to-beam bearing gives time to station by the following steps:
1.Turn the number ol'degrees necessary to place the ADF needle on 045I/ (or 31 5I( ,117).
2. Maintain heading until the needle is on 09Oi:1/2 (or 270I,1/2).
3. Time distance flown equals time/distance to station,
The Double-the-angle-on-how method. 'involves the Collowing stcps:
1. Tune ma staLion between 1OIj,1/2 and 45 1A of the nose position, and mote the relative bearing.
2. Fly a constant magnetic heading until the angle on the nose doubles.
3 The time/distance required to double the angle on the nose equals the time distance to the station
The accuracy o]'time distance checks involves a number olvariables, including existing wind, accuracy ol'
timing, and heading control. Time checks, especially those involving a rapid rate ofbcaring change, dcnimd
very precise techniques in basic instrument flying while you maintain heading and check elapsed time.