Intercepting QDM’S and QDR’S (fixed card ADF)
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Intercepting QDM’S and QDR’S (fixed card ADF)
Can you help?
Intercepting QDM’S and QDR’S (fixed card ADF)
What method do YOU use when doing the above?
Personally I use the “parallel method”, as it is just about fool proof (KISS methodology)
Thanks for the help
Cheers
Paul
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every flight is a training flight
Intercepting QDM’S and QDR’S (fixed card ADF)
What method do YOU use when doing the above?
Personally I use the “parallel method”, as it is just about fool proof (KISS methodology)
Thanks for the help
Cheers
Paul
------------------
every flight is a training flight
Guest
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First thing you must do is stop using stupid terms like QDM and QDR which were designed to confuse the enemy during WW2, and which have been confusing pilots on both sides to this day. As terms which were designed to confuse, they are now well and truly outdated and their use should be banned. They are quaint RAF terms which have seen their day.
Best of luck with th ADFing.
Best of luck with th ADFing.
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Not correct to describe NDB bearings as 'radials'.
I prefer 'Bearing to Station' & 'Bearing from station' as appropriate. Every time I've asked someone what QDM then those terms are the succinct reply. Most Oz books use BTS & BFS respectively to abbreviate the terms.
Makes more sense to me than using a code that was devised to facillitate morse transmission.
However, the quite 'tight' definitions to do with the Q code are certainly a good thing eg QDM contains the information about the reference system used ie deg. Magnetic.
[This message has been edited by Tinstaafl (edited 18 December 2000).]
I prefer 'Bearing to Station' & 'Bearing from station' as appropriate. Every time I've asked someone what QDM then those terms are the succinct reply. Most Oz books use BTS & BFS respectively to abbreviate the terms.
Makes more sense to me than using a code that was devised to facillitate morse transmission.
However, the quite 'tight' definitions to do with the Q code are certainly a good thing eg QDM contains the information about the reference system used ie deg. Magnetic.
[This message has been edited by Tinstaafl (edited 18 December 2000).]
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Christ, I'll have to dig out my ATPL nav books. Haven't looked at them for over a year.
It may be R = Radial, but that Q code may be referring to VORs? Don't know until I look it up. No wonder I prefer 'common sense' abbreviations!
I'm off to Oz tomorrow for Xmas so it'll have to wait until I'm back in mid-Jan.
Sorry!
It may be R = Radial, but that Q code may be referring to VORs? Don't know until I look it up. No wonder I prefer 'common sense' abbreviations!
I'm off to Oz tomorrow for Xmas so it'll have to wait until I'm back in mid-Jan.
Sorry!
Guest
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Quite few years ago now and during my PPL, I was explained about QDMs&QDRs. What a confusing way to teach about a Radial. Anyway later someone showed me the light 
and I have since, used radial and when I came across people trying to get their head around VORs and NDBs, I, this time showed the light by preaching the good word. RADIAL, RADIAL, RADIAL!!!! That's what it's called and that what it is.
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If you can't save the engine...save the airframe
and I have since, used radial and when I came across people trying to get their head around VORs and NDBs, I, this time showed the light by preaching the good word. RADIAL, RADIAL, RADIAL!!!! That's what it's called and that what it is.------------------
If you can't save the engine...save the airframe
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Lets say your aircraft has a directional gyroscope, "DG", and a fixed card ADF.
Firstly, ignore all the compass numbers on the ADF indicator card as they are near useless. The ADF indicator index markings are quite usefull - the ones at 45 degrees, 90 degrees etc.
In your mind, transpose the ADF indicator needle onto your DG. Read off the number under the TAIL of the ADF needle and you know which radial you are on from the NDB site.
Firstly, ignore all the compass numbers on the ADF indicator card as they are near useless. The ADF indicator index markings are quite usefull - the ones at 45 degrees, 90 degrees etc.
In your mind, transpose the ADF indicator needle onto your DG. Read off the number under the TAIL of the ADF needle and you know which radial you are on from the NDB site.
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AMEX
Re RADIAL RADIAL RADIAL
WRONG WRONG WRONG
The term Radial applies only to a VOR.
The equivalent using NDB/ADF is a Bearing which may be From or To.
Do not use Radial incorrectly as ATC must assume you are operating on VOR. It is common for there to be an NDB with the same name at an airport, but quite likely to be at a significantly different location.
Re RADIAL RADIAL RADIAL
WRONG WRONG WRONG
The term Radial applies only to a VOR.
The equivalent using NDB/ADF is a Bearing which may be From or To.
Do not use Radial incorrectly as ATC must assume you are operating on VOR. It is common for there to be an NDB with the same name at an airport, but quite likely to be at a significantly different location.
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Here is the formula you wanted.
If your present/desired bearings are within 60 degrees , then :-
Inbound: desired bearing, present bearing plus 30 degrees (in that order).
Outbound: desired bearing, 45 degrees, present bearing (in that order).
If more than 60 degrees, then go direct to the station.
As far as outbound bearings and radials are concerned they are both the SAME. They both radiate out from a point. When tracking outbound fron an ndb to the threshold it is far better to use "desired radial" and say to yourself -"what radial do I want, What radial am I on" and simply turn towards the desired radial. This is a fool-proof method of tracking regardless of the wind, and will prevent you from turning the wrong way (which is the biggest problem with tracking to the runway with a crosswind using that "bearing" method).
Hope that helps you. Merry Christmas.
If your present/desired bearings are within 60 degrees , then :-
Inbound: desired bearing, present bearing plus 30 degrees (in that order).
Outbound: desired bearing, 45 degrees, present bearing (in that order).
If more than 60 degrees, then go direct to the station.
As far as outbound bearings and radials are concerned they are both the SAME. They both radiate out from a point. When tracking outbound fron an ndb to the threshold it is far better to use "desired radial" and say to yourself -"what radial do I want, What radial am I on" and simply turn towards the desired radial. This is a fool-proof method of tracking regardless of the wind, and will prevent you from turning the wrong way (which is the biggest problem with tracking to the runway with a crosswind using that "bearing" method).
Hope that helps you. Merry Christmas.
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The simple way is , you know your present and required QDM or QDR so remember this :-
QDM - required more steer less
required less steer more
example : you are on QDM 010 and you want to intercept QDM 020 so you have to take a hdg to the left to intercept.The hdg would depend on distance from station and how fast you want to intercept and remember to correct for the wind .
QDR - req more steer more
req less steer less
you have to be oriented at all times to avoid any confusion , but this simple rule works.
QDM - required more steer less
required less steer more
example : you are on QDM 010 and you want to intercept QDM 020 so you have to take a hdg to the left to intercept.The hdg would depend on distance from station and how fast you want to intercept and remember to correct for the wind .
QDR - req more steer more
req less steer less
you have to be oriented at all times to avoid any confusion , but this simple rule works.