VOR Approaches

VOR approaches

Minor revision 8/09/06

VOR approaches are the mainstay of the Instrument system. Theydiffer from a VOR/DME approach in that there is no distance informationavailable to the pilot. The approach must be timed by the pilotso that he knows where he is. Here is a VOR approach plate forWichita, Kansas.

(A note about the charts used in this tutorial: These are copiesof actual instrument approach plates. They are out of date. Thenewer formats use color to depict terrain changes. Depending onwhere you get your approach plates, the appearance may vary. However,the procedures for shooting these various type approaches hasnot changed.)

"The approach must be timedby the pilot"..what do you mean by that?

Take a look at the above plate. Notice that there is no wayto tell when you are over the end of the runway? There is no DMEinformation available from the VOR, as it is just a "plain"VOR, not a VORTAC or a VOR/DME. How will you know when you reachthis point? Timing. Take a look at the lower left portion thethe plate. See the notations:

The "Gnd speed-Kts" refers to your aircraft's groundspeed, and the "VOR to MAP" refers to the time it willtake your aircraft to travel from the VOR to the MAP- the MissedApproach Point. So, let's say that the surface wind is 140 degreesat 10 knots, and your aircraft uses an approach speed (gear down,approach flaps set) of 130 knots. 130 knots, minus the headwindon 10 knots yields a ground speed of 120 knots. At 120knots, it will take you 4 minutes and 18 seconds to travel fromthe VOR to the MAP. For speeds other than those charted, simplyuse interpolation. So, you cross the VOR at 10 minutes after thehour, in your aircraft's approach configuration, at 130 knots.You descend to the MAP and at 14 minutes and 18 seconds afterthe hour, if you cannot see the runway you must go Missed Approach.

"Missed Approach", what'sthat?

When you have descended as low as the plate shows is allowable,and you have reached the MAP without seeing the runway, or it'senvirons, you must go Missed Approach. For every published approach,there is a Missed Approach procedure. In this case it is shownseveral ways on the approach plate.

Thisis the text part. Note that it states "Climb...then turn.."This is important. You must first climb, on your approach headingof 119 degrees, to 3,600 feet, then turn back directto the ICT VOR. Also, notice the visual graphic:

The dashed line is your Missed Approach course. It shows astraight-ahead course. And, lastly, note the "pull up"arrow over the end of the runway in the profile view:

This further indicates a climbing Missed Approach procedure.This is important. In the event of a Missed Approach, you musthave a plan for what you want to do next. Did you do a sloppyjob flying the approach? Want to go back and try again? Was theapproach below minimums? Perhaps the ILS with lower minimums will"get you in". Whatever, you must have a plan. Someonewill ask you what it is.

Take a look at the information box in the upper left hand cornerof the approach plate. Notice the "(R)" after WichitaApproach?

Thatmeans that there is radar service available. To you, the pilot,it means that you can expect that you will be vectored by Approachright to the ICT VOR, then you will be "turned loose"to shoot the approach. Approach will not expect you to, nor wantyou to, make a procedure turn.

Procedure Turn, what's a ProcedureTurn?

It is important that you safely get your aircraft establishedon the inbound approach course of 119 degrees. In order to dothis, without radar service, you must pass over theICT VOR, turn around, and proceed back inbound tothe ICT VOR on the correct radial, 299 degrees, at thecorrect altitude, 3,000 feet, and within the correct distance,no more than 10 nautical miles from the ICT VOR.

Pass over the ICT VOR: You would position your aircraftto cross over the ICT VOR at whatever altitude is assigned toyou by Center. Once you cross the ICT VOR you would turn as necessaryto intercept the 299 degree radial and track outbound on thatradial. Note the time that you cross the VOR. You must track outboundon the 299 radial and complete the Procedure Turn without goingbeyond 10 nautical miles from the ICT VOR.

Turn around: Once established on the 299 degree radialoutbound you may descend to 3,600 feet.

Notethe reminder that this must be accomplished within 10 nauticalmiles. Also note the depiction of the Procedure Turn.

Underno wind conditions, you would turn left to a heading of 254 degrees,fly it for, say 30 seconds, then turn back right to a headingof 074 degrees. You would fly the heading of 074 degrees untilyou capture the 299 degree radial (119 degree inbound). At thatpoint you would descend to 3,000 feet.

The "radar fix"

Notice the minimums box on the lower left of the chart. Notethat you may go lower on the approach if Approach Control "callsout" the 5.0 fix.

IfApproach calls out this fix for you, you may descend to 1,760feet on the approach. If they do not, your minimums will be 1,940feet. In both cases you will need one mile of visibility to completethe approach.

Circle-To-Land: If the surface winds are such that they donot favor landing on runway 14, then you would shoot the approachand then circle to land on another runway more favorable to thewind direction.

Inorder to do this, on this approach, you would need landing minimumsthe same as the Straight-In minimums, except that you must have2 miles of visibility.

OK, I understand all of that. Now,how would I go about shooting this approach?

Without radar

Center will "turn you loose" with a clearance "RedBaron 123, Proceed direct to the Wichita VOR. You're cleared theVOR 14 approach into Wichita Mid-Continent. Maintain at or above5,000 until established on a published segment of the approach.Contact Wichita Tower at the VOR inbound. The Tower will callthe 5 mile fix for you." You acknowledge and fly direct toICT, maintaining 5,000 feet. Tune #1 nav. to 113.8, and #2 nav.to 113.8. Set the CDI on the HSI to 299 degrees. Set the OBS onthe #2 VOR head to 119 degrees. After crossing the ICT VOR, recordthe time, then turn as necessary to track outbound on the 299degree radial. All turns are Standard Rate Turns, as shown onthe Attitude Indicator, or the Turn and Bank.

Once you are established on the 299 degree radial outbound,descend to and maintain 3,600 feet. Keep in mind that you musttake into account your groundspeed, adding that you are goingfaster due to the descent, and that you must get your trusty birdturned around back onto the inbound radial within 10 miles ofthe ICT VOR. Track outbound on the 299 degree a couple of minutes-this is a "gray area", you want to be far enough outto make your turns and intercepts in a non-rushed manner, yetnot so for out that you exceed 10 miles. It's a judgement call,and why you're a pilot.

Turn to a heading of 254 degrees, less than that if the windsaloft are out of the North, more than 254 degrees if the windsare out of the South. Maintain this heading for 45 seconds toa minute, once again it is your call. At this time, reach up andreset the CDI on the HSI to the inbound course for the approach-119 degrees. Maintaining 3,600 feet, turn right to a heading of074 degrees, once again compensate if necessary- more to the leftif the wind is out of the North, more to the right if the windis out of the South. When the CDI centers, track the 119 (actuallythe 299 degree) radial inbound. Descend to and maintain 3,000feet.

Your power and flaps should be set as necessary for a properapproach speed. In other words, you want to be level at 3,000feet with a notch of flaps down and your airspeed such that youare in your gear operating speed range on the airspeed indicator.Also, you should know, in advance, what your airspeed willbe when you drop your gear at the VOR and commence your descentfor the approach. Don't know this? Then take your trusty birdout on a nice VFR day and practice. Find out what power settingswill yield what approach speeds. You cannot do a timed approachif you do not know this information.

Level at 3,000, tracking the radial inbound. The CDI becomesextremely sensitive as you close on the VOR and the "radialspace" condenses around the station. Don't chase the needle.The "TO/FROM" indicator on the HSI flips over to "FROM".Note the time, drop the gear, start your descent, call on theradio. Remember, fly the airplane first, communicate second. Thetime is 1310+10. "Good morning Wichita Tower, Red Baron 123is with you, VOR inbound." "Roger Red Baron 123, notin sight, cleared to land runway 14, wind is 140 at 10 knots,altimeter 29.90. I will call the 5 mile fix for you." "Clearedto land 14, Red Baron 123".

For this example, we'll use an approach speed on the Red Baronof 110 knots. Minus the 10 knot surface wind yields a ground speedof 100 knots. Note the time of VOR crossing and add 5 minutesand 10 seconds. That will make the MAP at 1315+20. Write it down.Or, set the timer as you cross the VOR. Track the 119 degree radial.Descend to and maintain 1,940 feet. "Red Baron 123, WichitaTower, I show you crossing the 5 mile fix at this time Sir.""Roger, thank you." Descend to and maintain 1,760 feet.Maintain course.

Now's the tricky part, here's where you earn your money. Your5 minutes and 10 seconds are up. The timer shows 5 minutes and10 seconds. It's 1315+20. You are at the Missed Approach point.Can you see the runway? Remember, the approach lights count. Remember,flying by reference to the instruments, and looking outsidefor the runway, is perhaps one of the most dangerous configurationswhen flying. Use caution. Don't get disorientated. It happens.There it is! Adjust power as necessary and land on runway 14.Good for you, you just shot a pretty difficult approach.

Times up. I can't see the runway! No choice here. Full power,wait on the gear until a positive rate of climb is established.Gear up. Flaps up in increments as necessary. Contact the Tower."Tower, Red Baron 123, missed approach." "RogerRed Baron 123, contact Departure on 120.6." Climb, straightahead, to 3,600 feet. Fly the airplane. Contact Departure. "Departure,Red Baron 123 with you, missed approach." "Roger RedBaron 123. What are you're intentions?"

See? I told you that they would ask.

With radar

Approach Control will vector you for the approach. "Goodmorning approach, Red Baron 123 level at 5,000, information Victor.'(Victor is the current ATIS information.) "Roger Red Baron123, fly heading 075, descend to and maintain 4,000." "Outof five for four, 075 on the heading, Red Baron 123." "RogerRed Baron 123. This will be vectors for the VOR runway 14 approachinto Wichita Mid-Continent." "Roger, Red Baron 123."Approach will give you changing headings until they have you outsideof the VOR, and more or less lined up with the 299 degree radialfrom the ICT VOR. You should have Nav. 1 radio set for the ICTVOR, Nav. 2 as well for a back-up. The CDI on the HSI will beset to 119 degrees, as well as the VOR head on #2. You shouldbe adjusting your power towards your approach power settings.

"Red Baron 123, 5 miles from the Wichita VOR. Descendto and maintain 3,000. Turn left heading 100. Intercept the finalapproach course on this heading You're cleared the VOR runway14 approach. Stay with me and I'll call the 5 mile fix.""Out of four for three, 100 on the heading, cleared the approach,we'll stay with you." Track the 299 degree radial inbound.Approach power and the first notch of flaps should be set. The"TO/FROM" indicator flips over to "FROM".Start your timing. Gear down. Adjust power and flaps as necessaryand start your descent to 1,940 feet. "Red Baron 123, crossingthe 5 mile fix at this time, contact the Tower, 118.2. Good day!""Good day." Start your descent to 1,760 feet. Fly theairplane. Contact Wichita Tower. "Good morning tower, RedBaron 123 is at the five mile fix inbound." "Red Baron123, not in sight, cleared to land runway 14." "Notin site, cleared to land, Red Baron 123."

Now, the same criteria as with the non-radar approach applies.See the runway? Land. Don't see the runway? Missed Approach.

This ends the tutorial on VOR Approaches.

This tutorial is available on aCD

This tutorial, along with additional content, is availableon a CD. Click here formore information.

7/9/05: Remarks in the non-radar time corrected. Thank youto Richard Rankin for pointing this error out.

8/8/2006 Correction made on descent after crossing the VORon the "With radar" part of the tutorial. Thank youto Bruce Stafford for pointing this error out.

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