VOR

Approaches

1
VOR Approach Nomenclature
• VOR RWY ## – Approach to a specific runway
– Aligned within 30° of the runway heading
– Crosses extended centerline of runway
– Descent gradient <400’ NM from FAF to TCH
• VOR A – Letter approach
– Runway is more than 30° from the runway heading
– Descent gradient is > 400’/nm from the FAF to the TCH
– Obstacle prevents developing straight in minimums
– VOR Course doesn’t cross the runway’s extended centerline

2
VOR Approach Nomenclature
• VOR is short for VHF Omni-directional radio range
• VOR DME – Operable DME required to use the approach
• DME Arc – Arc must be >7 NM from the airport
• TACAN - Military tactical air navigation (TACAN) equipment. When
installed with a VOR, it is known as a VORTAC
• Phantom or Ghost VOR – Occurs when a TACAN is not frequency paired
with a VOR, but the frequency is presented to enable DME tuning –
e.g., Ellington ILS 17R EFD TAC 31 is on frequency (109.4)
• VOT - A VOT is a low-power VOR station that transmits only the 360°
radial to use as a VOR receiver check Tacan
Vortac
Ghost

3
VOR Approach Background
• One of the most widely used types of approach
• Can use VORs either on and off of the destination airport for the approach
and the VOR normally is the IAF
• One VOR can serve several airports (e.g. Hobby VOR) – Hobby, Sugar Land,
La Porte, etc.
• VOR approaches can be on the TO or FROM side of a VOR
• May or may not have a final approach fix
• It is a non-precision approach as there is no vertical guidance
• MDAs as low as 250’ AGL
• VOR radial typically intersects the extended runway centerline 3000’ from
the threshold for a straight in approach
• 300’ of obstacle clearance in the final approach area

4
VOR Equipment
• Nav receiver and CDI display, HSI or glass
cockpit display
• Some approaches also require a DME receiver
– Can substitute GPS distance – BUT be careful
measuring points may not be the same

5
VOR Equipment
VOR Frequency Display – In use
and stand-by

Identification feature
and volume control Tuning knob

Some receivers will display the

radial you are on 6
VOR Equipment
Course
Selected
To/From
indicator

Course
deviation
indicator

OBS – or radial
selector

7
VOR Information Received
• Two signals are transmitted from the VOR
ground station.
• The first signal is a non-directional
reference signal.
• The second signal is a rotating variable
phase signal that transmits around the
entire 360 degree circle approximately
30 times per second. This signal is
transmitted by antennas circling the
reference signal antenna.
• The reference phase signal is
transmitted every time the rotating
signal goes past the 0 radial.
• Radial information is derived by your
receiver from the difference in time
between the two signals.
• VORs transmit between 108 to 117.95 MHz

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VOR Ground Station

9
DME Receiver
Remoted DME receiver
frequency tuned frequency

Tuning /
Distance Ground volume
DME paired speed / time knob
VOR frequency functions
DME Transmitter

DME antenna

11
Using the VOR Signals
• Tune the VOR frequency on the aircraft’s receiver
• Morse code identifier – identify the VOR and
keep the identifier on in the background as you
may have no other indication of station failure
– DME coded identifier is transmitted once for every 3
or 4 times the VOR identifier transmits. About once
every 30 seconds. DME identifier is also higher-
pitched 1350 Hz compared with 1020 Hz for a VOR.
– Can also listen to DME identifier on the DME receiver
in many cases
12
Using the CDI
• CDI is a navigation instrument – Keep it in the scan
• Set the OBS to the course
• Confirm there is no failure flag and that the needle does not have erratic
indications
• Look at CDI for needle location and trend; BUT FLY THE ATTITUDE
INDICATOR / DG – don’t chase the CDI
• Center the needle as early as practicable
• Initially steer desired radial +/- wind correction
• Make corrections with gentle coordinated turns to reference headings on
the DG using bracketing
• Make corrections early and often to avoid the need for large corrections –
remember corrections become finer and finer as you get closer to the VOR
due to the “funnel effect” of the signal and will have zone of confusion near
the VOR
13
Let’s Fly - IAF
Starting the Approach
• Approach starts at the initial approach fix
(IAF) – There can be several IAF’s – IAFS
join at one or more common
intermediate segments
• You will reach the IAF from a “feeder
route” which can be a radar vector
• Must fly the entire procedure unless
otherwise advised by ATC

14
Let’s Fly - IAF
Starting the Approach
• IAF is where the initial approach segment
begins.
– Purpose is to align the aircraft with the
intermediate or final approach segment
– Accomplished by using a DME arc, a
course reversal, such as a procedure turn
or holding pattern, or straight in route
– IAF is usually a designated intersection,
VOR, NDB, or DME fix
• IAF may be collocated with the intermediate
fix of the instrument approach. In that case
there is no initial approach segment
• Segment usually ends at the intermediate
approach segment or at an Intermediate Fix
(IF)
15
Let’s Fly – Intermediate Segment
Starting the Approach
• Intermediate segment positions the aircraft
for the final descent to the airport
• Normally aligned within 30° of the final
approach course
• Segment begins when
– you are proceeding inbound to the FAF,
– are properly aligned with the final approach
course, and
– are located within the prescribed distance
before the FAF
• May not be charted –
– Approach with a procedure turn is the most
common example of an uncharted IF
• intermediate segment begins when you
intercept the inbound course after completing
the procedure turn
• Ends at beginning of Final approach

16
Let’s Fly – Final Segment
Starting the Approach
• Final approach segment
begins at a designated FAF,
depicted as a Maltese cross
(X) on the profile view, or at
the point where the aircraft
is established inbound on
the final approach course
• Mandatory ATC report
– When leaving the FAF
– When you go missed in non-
radar environment
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Let’s Fly Approach Segments

Outer marker
or other fix

18
Before the Initial Segment
• Preflight – Plan the approach – Must be familiar with “all
available information concerning a flight” prior to departure and
FDC Notams
• Enroute – Get weather (ATIS, FSS information, etc.) to help
determine likely approaches and review
• Calculate / review performance data, approach speeds, and
power settings – confirm aircraft and weather are appropriate
for the ILS procedure for aircraft’s certified category or, if higher,
the actual speed to be flown
• Set navigation / communication and automation - The navigation
equipment required for an approach is generally indicated by
the title of the procedure and chart notes

19
Before the Initial Segment
• Review and brief the approach – Don’t forget to brief the missed
approach
– Commit to memory
• Altitude step downs
• MDA
• Time from FAF to MAP or DME
Visibility minimums
• Missed approach procedure (at least initial steps)

• Begin reducing speed

• Obtain ASOS/ATIS/AWOS on comm 2 – listen in the background
• Note the time you cross the IAF

20
Initial Segment
• Complete briefing the approach
• Begin landing checklist – complete before final
segment
• Reset comm and nav radios with required frequencies
• Comply with the clearance and approach
• Finish reducing power to approach settings (consider
wind gusts, shear and turbulence)
• Configure aircraft for landing – Flaps
• Fuel related items set for landing (pumps, mixture,
selectors)
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Initial Segment - Briefing
• Brief and review approach to assure you can
execute it - Complete before end of segment
Runway length,
VOR Touchdown Zone
identifier Final elevation and airport Approach
and approach elevation name
frequency course

Takeoff
minimums /
procedures – Missed
non-standard approach
information
Special notes –
often important!

Frequencies Minimums for use as an

alternate –> non- Dark = pilot
standard - - Can’t be controlled
used as a legal alternate lighting;

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Initial Segment - Briefing
• Plan view – mentally run through the approach
DME to
Altitude and heading for
VOR
Feeder segment
route

Missed approach
frequency information
IAF with no
procedure turn

Obstruction (highest)
Mileage to intersection
from the nav aid

Missed approach hold

DME point
Distance and
center identifier
Holding course – in
Initial missed and outbound
approach
course
Sector minimum
safe altitude Center of MSA
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Initial Segment - Briefing
• Profile view – mentally run through the approach
Minimum altitude Graphical missed
you can descend to approach information
inbound to
intercept

Non-precision FAF (point to

begin MAP timing)
Inbound course

Runway
No procedure Aircraft
turn authorized category
note A <= 90
B < 121
Minimums C < 141

Mileage to threshold
lighting

24
Non-DME Off Airport VOR
Profile Briefing
Graphical missed
approach information
Outbound course to
procedure turn
Procedure
turn limiting
note

Minimum
altitude once you
cross the VOR
outbound
Runway

lighting
Inbound course

Aircraft
Minimums MAP DME from VOR Minimum segment altitude category
Missed Approach A <= 90
Timing Non-precision FAF (point to B < 121
Information begin MAP timing) C < 141

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Initial Segment - Briefing
• Missed Approach Timing Information (if ground speed information is unavailable)
– Add tailwind to airspeed (1/2 wind speed for quartering winds)
– Subtract headwind from airspeed (1/2 wind speed for quartering winds)
• Time even if DME is available as a back-up

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Let’s Fly – The Initial Segment
• Radios tuned to VOR to 117.1
• Confirm Morse code and leave on in the
background
• Reduce power to approach setting
• Cross over the BUHOL at 3,000 feet
• As the VOR needle begins to move note
the rate of movement to center the
needle on the inbound course on HUB
(080°) – determine heading to hold with
the wind correction angle

27
VOR Procedures
Off-Airport VOR
• Off-airport VOR is often the FAF and may also
be the IAF
• For procedure turn go 1 to 2 minutes
outbound before beginning the procedure
turn – may need more time depending on the
winds, etc.
• Missed approach point (MAP) may be
determined from VOR FAF by time, DME, or
another navaid
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VOR Procedures
On-Airport VOR
• You can tell VOR is on the airport from the approach chart
profile view
• Generally an on airport VOR approach will have no depicted
final approach fix. In which case, the final approach segment
begins at the final approach point (FAP).
• The FAP is the point where you are established in-bound on
the final approach course from the procedure turn/radar
vector and can begin the final approach descent
• For a procedure turn fly out 3 to 4 minutes before the
procedure turn to assure adequate distance to become
established inbound
• VOR is the MAP – when TO/FROM flag changes
29
VOR Procedures
VOR DME
• Flown the same as other VOR approaches
except that DME can be used for various fixes
including:
– IAF
– FAF
– MAP
– Procedure turn limits
– Step down altitudes
– Transitions
30
IAF With Course Reversal
• Radios tuned to VOR to 116.4
• Confirm Morse code and leave on in the
background
• Reduce power to approach setting
• Cross over the VOR at 2,000 feet or higher.
• As you pass the VOR turn north to
intercept the outbound procedure turn
(357 radial). Past the VOR descend to 2000.
• After 1 to 2 minutes turn left to 312° for 1
minute
• Then right turn to 132° after 1 minute
• Then intercept inbound course based on
CDI to 177°
• Once established inbound you are in the
intermediate segment and can descend to
1400’

31
IAF With DME Arc
• Radios tuned to VOR to 109.4 (although this is a
ghost VOR it will give you DME)
• Confirm Morse code and leave on in the
background
• Intercept the DME arc (lead your turn to avoid
overshooting the arc) at the IAF Entime
intersection and then follow the arc – place your
left wing-tip towards the VOR – watch your DME
to stay within approx . 1 mile
• Minimum arc altitude is 2000’
• On an actual VOR your heading will be about 90
degrees from the radial your on +/- wind
correction
• When you get to the lead radial begin your turn
into the inbound VOR course (although this
approach is a localizer)
• Reduce power to approach setting
• Intercept inbound course based on CDI to 174°
• Once established inbound the procedures are
the same as other localizer approaches

32
Let’s Fly – The Intermediate Segment
• Inbound on HUB (080°)
• Verify power settings for the approach and
drop first notch of flaps
• After PHELL descend from 3000 to 2000
– Descent rate rule of thumb for 3° is approximately
5 X your groundspeed
• Set radios for missed approach Nav 2 to 117.1
CDI to 64 (To setting for the 244 radial)
• Corrections become smaller and smaller the
closer you get

33
Let’s Fly – The Intermediate Segment
• Likely to be told to switch to local
frequency – swap comm 1 to 118.65
when transferred to SGR Tower
• Complete landing checklist as much
as possible
• You are now at the final segment!

34
Let’s Fly – The Final Segment
• At FAF (DORTY) start timing for missed
approach if non-DME approach (timing is
based upon ground speed)
• Expeditious but safe descent (gen <700 ft
min @ 90 kts) – However, if there is an
angle of descent, you should calculate the
corresponding rate of descent (inside back
cover of TERPS)
• Maintain a constant speed – level and
descending
• FAF inbound report to ATC required in
non-radar environment
• Likely to be told to switch to local
frequency – swap comm 1 to 118.65
• Confirm gear down
• Second notch flaps – Check in white arc

35
Let’s Fly – The Final Segment
• Final speed reduction
• Glance out the window to look for
the runway environment
• Begin level off about 100’ before you
reach the MDA 720’ (780’ with Hobby
altimeter setting)
• Airport Communications
– Tower
– Non-towered airport – Broadcast
your intentions on the CTAF
• Approach you are executing
• Your position (every mile for last 5
miles)
• Arrival over the FAF inbound
• Missed approach

36
Let’s Fly – The Final Segment
– If you now have an identifiable
segment of the approach
environment unmistakably visible
and identifiable you may continue
the approach if:
• Visibility is above the minimums for
approach category
• You are in a position to make a normal
descent to the intended runway using
normal maneuvers
• FAR 91.175
– If not, commence missed approach
turn - do not turn out early (e.g. if
full needle deflection)
– MAP identified by
• TO / FROM reversal
• DME fix
• Time from VOR
• Other – e.g. cross radial

37
Let’s Fly – The Final Segment
• Commence circle to land
• When aligned with final, drop full flaps
and land
• At MAP:
• Runway environment in sight
• Visibility above minimums
• Able to make a normal descent
to intended runway

38
VOR Approach Problems
• Report any instrument • Inoperative
or communication components
malfunctions to ATC – No change in MDA
• If full deflection of the – Increase visibility
CDI at any time, go requirements – ¼ to ½
sm
missed but follow the
course do not turn out
early

39
Considerations
• If you are low generally do NOT climb • Runway environment
– level off and re-intercept – Approach lighting system – not below
• Make small adjustments – see what 100’ AGL until you see red side lights
happens and readjust or red terminating bar
– Runway or runway markings or lights
• Remember sensitivity increases as
– Threshold, threshold markings or
you get near the VOR
lighting
• DO NOT FLY VOR needles – bad – REILS
things will happen! FLY the DG and AI – VASI
• With aircraft properly trimmed small – Touchdown zone or markings or
changes in power will cause a pitch lighting
change and allow you to maintain • Know for the approach
airspeed – IAF and how to arrive at the FAF
• Must execute missed after the MAP – Minimum altitudes for each segment
if you lose sighting of the runway and MDA
environment – Missed approach procedure

40
Common Errors
• Failure to have essential approach information in memory
– IAF
– FAF
– Altitudes, including MDA
– MAP
• Poor communications
• Failure to complete checklist items or use checklist
• Descent below altitudes (keep a cushion on checkride)

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QUESTIONS

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