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will be. However, heading corrections should normally not exceed 45o. Move the manual cursor to the
desired intercept angle on the side of the scope opposite the target from 360o and turn the aircraft an
equal number of degrees toward the radar return. When the target falls under the repositioned manual
cursor, the aircraft has returned to centerline and the heading correction should be taken out. Example:
Aircraft 3 NM right of course, target found 15 NM down course, 45o intercept. Move manual cursor 45o
right (045 bearing), turn aircraft 45o left (3l5o heading). When target is under repositioned cursor, the
aircraft has returned to centerline and heading correction should be taken out.
350 AFPAM11-216 1 MARCH 2001
17.9.2. 30o Intercept Method. The 30o intercept method can be used when no target is available on
course line but the relative aircraft position left or right of course is known. The steps involved to
intercept course are:
17.9.2.1. Parallel course.
17.9.2.2. Determine the distance the aircraft is left or right of course and double the distance.
17.9.2.3. Determine the time needed to fly the doubled distance by using current GS.
17.9.2.4. Turn 30o in the direction back to centerline.
17.9.2.5. When time has elapsed, turn to desired magnetic course (MC) and kill the drift.
EXAMPLE: Aircraft 3 NM right, GS 360 knots, magnetic heading (MH) 270o. Turn to 240o and hold
correction for 1 minute. After 1 minute has elapsed, return to MH 270o.
17.9.3. Off-Course Correction Tables. Off-course corrections can also be determined by using the
table shown in Figure 17.1. Enter from the top of the table with the miles-off-course, go vertically to the
line representing miles flown, and read the correction to intercept. You must be paralleling course to use
this table.
17.9.4. Correction to Intercept Course. The graph shown in Figure 17.2 is used when it is necessary to
intercept course rather than converge at the turn point. To use this graph, the entering arguments are NM
off course and GS. The table can be used for fixed alterations of 15o, 30o, or 45o. Enter the graph on the
left with NM off course; go horizontally across the chart to the line representing GS. Then, go vertically
to the top or bottom (depending on the desired degrees to alter) to read the time required to intercept
course. After altering the indicated time has elapsed, correct back to the original heading to maintain
desired course.
17.10. Sixty-to-One Correction. One degree of latitude, measured along a meridian, is equal to 60 NM
and 1 minute of arc is equal to 1 NM. If you're 60 NM from the next turn point, 1 NM off course and
paralleling course (drift killed); a 1o turn toward centerline will put the aircraft over the turn point. Most
of the time you will be less than 60 NM from the turn point; therefore, divide 60 by the distance to go to
the next turn point, then multiply by the number of NM off course. For example, if 30 NM from the turn
point and 3 NM left of course, take 60/30 X 3 to get a 6o required correction. Apply the 6o to the desired
MC and kill the drift for a good heading to correct back to the turn point.
AFPAM11-216 1 MARCH 2001 351
Figure 17.1. Off-Course Correction Table.
352 AFPAM11-216 1 MARCH 2001
Figure 17.2. Correction to Intercept Course.
17.11. Ten, Twenty, or Thirty Degree Correction Technique. This course correction technique is
used when 3 NM or less off course. It uses 10o, 20o, or 30o heading corrections back to centerline,
depending on your distance off course. Begin by paralleling course. Second, determine the distance left
or right of course. Third, multiply the number of NM off course by 10 to determine the number of
degrees to turn toward centerline. Fourth, hold the correction for 6 NM of travel (example, 300 knots GS
1:12, 360 knots GS 1 minute). At the end of the time, turn back to MC and kill the drift.
Section 17D— Time Control
17.12. Time Control. Positive time control of aircraft flying low-level missions is imperative. Each
sortie is assigned a specific time to arrive at each designated turn point and over the target zone. Failure
to meet your ETA precisely can result in aborted missions or two aircraft occupying the same airspace
simultaneously (very bad). Annotate route legs on the chart with a series of small time ticks drawn
across the leg. Space these time ticks 1 minute apart according to forecast GS; for example, 6 NM apart
for a planned GS of 360 knots. Time ticks begin at the low-level entry (starting) point and continue
through the entire route to the target. With these time ticks, you can check the time over each tick and
keep a running account of whether the aircraft is ahead of or behind the required time schedule.
17.13. Methods of Time Control. If you need to change GS, use an established method to make this
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