Inbound Course – Once you’ve completed the procedure turn (if one was required) you are now on the inbound course for the rest of the approach. Outbound Course – If you are flying an approach that requires a procedure turn, you’ll initially overfly the VOR on a course away from the airport. That said, they do occasionally shut down a VOR and rearrange the arrays to realign them over the years so if you’re using real-world charts, I would encourage you to check out for his navdata updates. As magnetic north continues to drift eastward, the radials end up being more off from what your compass heading would read on a zero-wind day. ![]() These radial directions for most stations approximate magnetic north (a handful were set at true north). If I'm flying the 040 radial from a VOR, I'm flying a course of 040 away from it. If I'm tracking the 040 radial to a VOR, I'm flying a course of 040 towards it. Radial - A radial is simply a defined course to or from a VOR station. That would be my initial suggestion.įirst, to answer your request for definitions: Start looking into the basics of VOR and GPS navigation and find tutorials on reading approach charts. What you're experiencing is pretty realistic in terms of heavy iron instrument flight. And anyway, ATC basically always gives you vectors (headings and altitudes) to line you up on final. Not nitpicking or criticizing, but I personally don't see a lot of point or value in flying an a320 around Europe without having a cursory understanding of these things. These are all basic concepts of instrument flight. ![]() If there is a course reversal on an approach, in other words, if you have to get turned around and heading back towards the airport) you will be given an outbound heading to fly (away from a VOR) and an inbound heading back towards it. Outbound and inbound courses are just that. Theyre reciprocals of headings. In other words if you're flying on the 270 radial outbound from a VOR, your heading would be 090. A course is essentially a heading to fly.
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