VOR Approaches Explained: Reading the Plate, No-FAF On-Airport Procedures, Timing to the MAP, GPS Substitution Rules (Not on Final), the 91.171 VOR Check, and Flying It Without Dive-and-Drive
Even with RNAV on every panel, the VOR approach is still worth knowing cold. It shows up as the backup when GPS is degraded or NOTAMed out, it’s a staple of instrument training and checkrides, and it’s one of the few procedures that makes you fly a genuinely nonprecision approach by hand: lateral tracking on a needle that drifts, a descent you plan yourself, a missed approach point you may have to find with a stopwatch, and wind correction that changes everything. The FAA’s VOR Minimum Operational Network exists specifically so that a pilot without GPS can get to an airport with a VOR or ILS approach — which means VOR approaches aren’t going away.
This post covers what a VOR approach is and the variants (VOR RWY XX, VOR-A, VOR/DME, the no-FAF on-airport procedure), the equipment and the 91.171 receiver check, how to read the plate and identify every fix, the GPS substitution rules and where they stop, reverse sensing and OBS discipline, descent management (CDFA versus dive-and-drive), timing to the MAP, the cone of confusion, circling, a worked scenario, the common traps, and the checkride questions.
Study this full length lesson (video, podcast, flashcards, and quiz) here: Full Length Lesson >
What a VOR Approach Is
Lateral guidance from a VOR, vertical discipline from you.
The basics:
A nonprecision instrument approach that uses a VOR (or VOR/DME, VORTAC) for lateral course guidance along a published final approach course to the airport
No approved vertical guidance — flown to an MDA with step-down fixes and a missed approach point
The final approach course is a radial of the VOR, flown TO the station or FROM it depending on where the VOR sits relative to the airport
The MAP is a fix, a DME distance, a time from the FAF, or station passage
The variants:
VOR RWY XX — a straight-in approach aligned (within 30°) with a specific runway; straight-in and usually circling minimums
VOR-A (or -B, -C) — a lettered approach: circling-only, because the final approach course doesn’t meet straight-in alignment or descent-gradient criteria; you circle to whatever runway you’ll land on
VOR/DME RWY XX — DME is required; fixes and the MAP are defined by DME distances rather than timing or cross-radials
VOR or GPS RWY XX — an overlay approach that may be flown on either the VOR or an IFR GPS; the GPS may provide the final approach guidance on these, and only these
Where the VOR sits:
Off-airport VOR — the VOR is some miles from the field; you fly inbound on a radial toward the station (if the VOR is beyond the airport) or outbound from it (if the VOR is before the airport); there’s a FAF (often at a DME or cross-radial fix, or the station itself), and the MAP is defined by time, DME, or a fix
On-airport VOR (no FAF) — the VOR is on the field; there’s no FAF; the final approach segment begins when you complete the procedure turn inbound, and the MAP is station passage over the VOR (the TO/FROM flip)
The plate’s profile view shows the difference: a Maltese cross marks the FAF; a no-FAF procedure has none
Know which one you’re flying before the brief
Equipment and the 91.171 VOR Check
What you need:
A VOR receiver with a CDI or HSI
DME (or an authorized RNAV substitute — below) if the procedure says “DME required”
A second nav receiver to identify cross-radial fixes without re-tuning the primary
A clock or timer, if the MAP is time-defined
91.171 — the receiver check:
To use a VOR for IFR, the receiver must have been checked within the preceding 30 days (or the aircraft’s VOR checks must be maintained per an approved procedure)
Acceptable checks and tolerances: a VOT (ground test signal) ±4°; a designated ground checkpoint ±4°; a designated airborne checkpoint ±6°; an airborne check over a prominent landmark on a published radial more than 20 NM from the station ±6°; or dual receivers checked against each other with a maximum 4° difference
Log the date, place, bearing error, and signature
No current check, no VOR approach — it’s a legal requirement and a real reason to brief the logbook
Identify the VOR:
Tune the frequency and identify the Morse code identifier before you use it
A VOR undergoing maintenance has its identifier removed; a VOR with no ident is unusable
Check NOTAMs — VOR outages are common, and with the MON decommissioning, more VORs are going away
If the VOR is out, the approach doesn’t exist (except as a “VOR or GPS” overlay flown on GPS)
Reading the Plate: Identifying Every Fix
A VOR approach is a sequence of fixes you have to positively identify, with whatever defines them.
The FAF (Maltese cross):
Defined by one of: a DME distance from the VOR; a cross-radial from another VOR; an intersection with another navaid’s bearing; or the VOR station itself (station passage)
Identify it positively before you descend out of the intermediate altitude — a DME fix can be identified by DME or by an IFR GPS; a cross-radial fix is identified on the VOR receiver, with the GPS display as a cross-check
Start timing at the FAF if the MAP is time-defined
If the FAF is the station, the TO/FROM flip is your signal
Step-down fixes:
Defined the same ways — DME, cross-radials, or (rarely) timing
Each has a minimum altitude; you may not descend below it until you’ve identified the fix
A step-down fix on the final segment often has a lower MDA published for aircraft that can identify it (“1,020 with DME; 1,340 without”)
Read the minimums box carefully for the “with/without” lines
The MAP:
Time from the FAF at your groundspeed (the timing table at the bottom of the plate, usually for 60 through 180 knots)
A DME distance
A named fix or a cross-radial
Station passage, for an on-airport VOR with no FAF, or for an off-airport VOR where the MAP is the station
Know exactly how yours is defined — it’s the most common VOR approach error
The VDP:
A visual descent point, if published (the “V” on the profile), is where a normal descent from the MDA to the runway begins
Past the VDP without visual references, a normal landing is unlikely even if you break out
Many VOR approaches don’t publish one; you can estimate where a normal descent angle from the MDA would begin
A useful “if not visual by here, plan the missed” trigger
The minimums box:
Straight-in minimums for VOR RWY XX; circling minimums for VOR-A; often both on a straight-in plate
“With DME” / “without DME” lines
Visibility by aircraft category
Set the MDA; brief the circling MDA and radius if circling is a possibility
GPS Substitution: What’s Allowed and What Isn’t (AIM 1-2-3)
The rule that matters most in a GPS-equipped airplane.
What a suitable RNAV system (IFR GPS) MAY do on a VOR approach:
Determine your position over a DME fix (substitute for DME)
Fly a DME arc
Determine your position over a fix defined by an NDB/compass locator bearing crossing the final approach course, and navigate to/from or hold over an NDB
Substitute for an out-of-service VOR on routes and on the feeder, initial, and intermediate segments — but not the final approach segment
Identify the FAF, step-down fixes, and the MAP when they’re DME-defined — so a “VOR/DME” approach can be flown without DME equipment if you have an IFR GPS
The cross-radial nuance:
A fix defined by a cross-radial from an in-service VOR isn’t on the AIM’s explicit substitution list: identify it on the VOR (a second nav receiver, or an HSI course pointer re-set) and use the GPS display as a cross-check
The GPS will show the named intersection; that’s useful situational awareness, not the primary identification
Where a fix is defined both by DME and by a cross-radial, the DME identification is the one GPS may substitute for
When in doubt, identify it the way the plate defines it
What it may NOT do:
Provide the lateral guidance for the final approach segment of a VOR approach — the final must be flown by reference to the VOR itself
Substitute for the VOR on the final approach segment when the VOR is out of service — you can substitute GPS for an out-of-service VOR on routes and on other procedure segments, but not on the final approach segment of an approach based on that VOR
Turn a “VOR RWY 17” into an RNAV approach — if you want to fly the final on GPS, you need an RNAV (GPS) procedure or a “VOR or GPS” overlay
Make up for an un-identified or NOTAMed-out VOR
The practical setup:
Load the VOR approach in the GPS for the map, the fixes, and distance-to-fix information
Fly the final approach course on the VOR receiver — CDI/HSI in VOR mode, the course set
Use the GPS to identify DME-defined fixes and as a cross-check on the others; use the VOR for the course
Many navigators automatically switch the CDI to the VOR for the final segment on a VOR approach and warn you if it’s still in GPS mode — don’t ignore that message
Why the rule exists:
The procedure’s obstacle clearance on the final segment was evaluated for VOR course accuracy and the VOR’s signal geometry, not for GPS
The overlay program evaluated specific procedures for GPS final guidance; those are the “VOR or GPS” plates
Everything else: VOR on final
A checkride question nearly every time
Reverse Sensing and OBS Discipline
On a VOR, unlike a localizer, the OBS setting matters — a lot.
How reverse sensing happens on a VOR:
The CDI shows deviation relative to the course set in the OBS; set the inbound course and the needle points toward the course (normal sensing)
Set the reciprocal of the course you’re flying and the needle deflects away from the course — reverse sensing
Example: flying inbound to the station on the 090 radial, your course is 270; set 270 and sensing is normal; set 090 (the radial number) and it’s reversed
This is the most common VOR approach setup error: dialing the radial instead of the course
The rule:
Set the COURSE you’re flying — the inbound course to the station (the reciprocal of the radial) when flying TO; the radial itself when flying outbound FROM the station
Confirm the TO/FROM flag agrees with what you’re doing: TO when inbound to the station, FROM when outbound
On an HSI, set the course on the course pointer and the deviation bar will sense correctly whether TO or FROM
Verify with the first correction
Cross-check the setup:
The chart gives the final approach course in degrees — set that number
The chart labels the radial (e.g., “R-090”) — that’s the station’s radial, not necessarily what you set
If the needle moves the wrong way on a small correction, the OBS is wrong — fix it before the FAF
A mis-set OBS inside the FAF has put airplanes on the wrong side of mountains
Flying the Course: Trend, Not Chase
The needle:
VOR full-scale deflection is 10° either side of course; each dot is 2°
At 5 NM from the station, 2° is roughly 1,000 feet of lateral displacement; close to the station, the same dot is a few hundred feet
The needle gets more sensitive as you approach the VOR (it’s angular), and it wanders — scalloping, roughness, and the cone of confusion near the station are normal
Far less sensitive than a localizer; you have drift tolerance, which is also the trap
The technique:
Establish a heading that holds the needle; find the wind correction angle once and keep it
Corrections of 2°–5°; wait for the needle to respond before correcting again
Bracket: if the needle drifts left, turn 5° left, let it center, then take half the correction out and see what holds
Don’t chase every twitch — S-turning down final is the VOR signature of a pilot who’s chasing
Wind:
On a VOR approach you’re correcting for wind with no magenta line to tell you the drift
Note the difference between your heading and the course once established — that’s your wind correction angle; it stays roughly constant on final
Wind also changes your groundspeed, which changes your timing — groundspeed check at the FAF
Strong crosswinds make the on-airport, no-FAF approach harder: the course gets sensitive right where the station passage happens
The cone of confusion:
Directly over a VOR there’s a cone where the signal is unusable: the needle swings, the flag may flicker, and the TO/FROM indicator flips
The cone widens with altitude — small and brief at approach altitudes, larger up high
If the FAF or MAP is station passage, expect a few seconds of needle swing; hold your heading through it and watch for the TO/FROM flip, which is the passage
Don’t chase the needle over the station
Descent Management: CDFA Versus Dive-and-Drive
Dive-and-drive:
At the FAF, descend promptly to the next step-down altitude (or the MDA), level off, continue, descend again at the next fix
Legal and traditional; arrives at the MDA early so you have maximum time to look for the runway
The cost: multiple level-offs and power changes, and a tendency to be at the MDA far from the runway with a long, flat segment that invites descending below it “to get in”
Fine when the MDA is high and the terrain is flat; harder to keep stabilized
CDFA (constant descent final approach):
A planned, continuous descent from the FAF that crosses each step-down at or above its altitude and arrives at the MDA at or near the VDP (or a computed point from which a normal descent to the runway works)
Stabilized, one power setting, one pitch attitude
The catch: an MDA is still an MDA — you may not descend below it on the descent path without the visual references; many operators add a buffer (a “derived DA,” MDA + 50 feet or so) so a normal level-off doesn’t bust it
If you reach the MDA without the runway, level and continue to the MAP — unless your SOP calls for the missed at the derived DA
Planning the descent:
Know the altitude to lose from the FAF to the MDA and the distance (or time) available
A 3° path loses about 300 feet per nautical mile — that’s the “complex math” of a CDFA; the plate often gives a descent angle and the required rate at your groundspeed
Respect every step-down; the descent must cross each one at or above its altitude
A “+V” advisory glidepath from a GPS on a VOR approach is a planning aid only — step-downs and MDA govern
The MDA, either way:
A hard floor; 91.175(c) for descent below it (position for a normal landing, flight visibility, a visual reference)
Level at the MDA and continue to the MAP; go missed at the MAP without the references
Don’t “take a look” below the MDA — the obstacle clearance stops there
The MAP is where the missed begins, even if you reached the MDA miles earlier
Timing: Do It Like You Mean It
When the MAP is a time, this is the approach.
The timing table:
At the bottom of the plate: the time from the FAF to the MAP for groundspeeds of 60, 90, 120, 150, and 180 knots (or a range)
Interpolate for your groundspeed
The table assumes you start the clock at the FAF and fly the course
Groundspeed, not airspeed — a 20-knot headwind on a 90-knot approach is a 25% timing error
Best practices:
Know your planned groundspeed before the FAF (GPS groundspeed is fine for this, and is the easiest way to get it right)
Start the clock at the FAF — at the fix, the DME value, or the TO/FROM flip, not “about now”
Fly the approach speed you planned; if the groundspeed changes a lot, re-figure the time
When the time runs out, you’re at the MAP: visual references → land; none → missed. Not thirty seconds later
Early or late:
Arriving at the MDA well before the time runs out is normal; level and continue
Going missed before the time is up is always allowed; going past it is not
If you lost the clock, the FAF, or your groundspeed, treat yourself as at the MAP when your best estimate says so — or go missed; don’t guess long
Timing is a MAP definition, not a suggestion
When you have DME or GPS:
A DME MAP replaces the clock; a GPS can identify a DME-defined MAP (substitution allowed)
Workload drops and accuracy goes up — use it when the procedure and your equipment allow
Still run the clock as a backup
Belt and suspenders
Circling and the Lettered Approach
VOR-A means circling only:
The final approach course doesn’t align with any runway within 30°, or the descent gradient to a straight-in is too steep, so only circling minimums are published
You fly the approach to the circling MDA, see the airport, and maneuver to land on a runway within the circling area
The circling MDA is the floor until you’re in a position for a normal descent to the runway you’ll land on
Lose sight of the airport while circling → missed approach, with an initial climbing turn toward the landing runway to establish on the missed approach course
The circling area:
Defined radii from the runway thresholds by aircraft approach category; newer procedures (the “C” in a circle on the plate) use larger radii that grow with MDA altitude
Stay inside it — obstacle clearance isn’t evaluated outside
Know your category’s radius and your circling MDA before you start
Circling at night, in wind, or at an unfamiliar airport deserves higher personal minimums
Straight-in plates with circling minimums:
You may circle to a different runway from a straight-in approach (the circling MDA applies)
Useful when the wind favors the other end
Brief it before you need it
The circling MDA is usually higher than the straight-in MDA
A Briefing Flow
NAVAID — frequency, identifier, where the VOR is relative to the airport, on-airport or off, NOTAMs, 91.171 check current
Course — the final approach course (the number to set), TO or FROM, the radial, expected wind correction
FAF — how it’s identified (DME / cross-radial / station), its altitude; or “no FAF — final begins at the procedure turn inbound”
Step-downs — each fix, how identified, its altitude; “with/without DME” minimums
MAP — how identified (time / DME / fix / station passage); the timing table at my groundspeed; VDP if published
Minimums — straight-in MDA and visibility, circling MDA and radius if applicable
Descent plan — CDFA rate or dive-and-drive, step-downs respected, derived DA if used
GPS role — DME fixes and distances; cross-check on cross-radial fixes; CDI in VOR mode for final; the switch-to-VOR message expected
Missed — first heading/course and altitude, briefed like it’s guaranteed
Worked Scenario
The setup:
VOR RWY 17; off-airport VOR 8 NM north of the field; final approach course 170° (the 170 radial outbound FROM the station); FAF at 4 DME at 2,500; step-down at 6 DME at 1,800; MDA 1,220 (with DME) / 1,480 (without); MAP at 8 DME (or 4:00 at 90 knots from the FAF); circling 1,560; no VDP. Aircraft: VOR with HSI, IFR GPS, no DME
The brief:
VOR identified, 91.171 check logged last week; VOR is north of the field, we fly outbound FROM it on the 170 radial — course 170, HSI course pointer 170, FROM flag expected. GPS loaded with the approach; all fixes are DME-defined, so the GPS substitutes for DME and we use the “with DME” MDA of 1,220
FAF at 4 DME (identified on the GPS), 2,500. Step-down 6 DME, 1,800. MAP 8 DME, backup timing 4:00 at 90 knots groundspeed. MDA 1,220. Circling 1,560. Missed: climbing right turn to 3,000 direct the VOR, hold
CDFA: 2,500 to 1,220 over 4 miles — about 320 feet per mile, roughly 500 fpm at 90 knots; cross 6 DME above 1,800 (we will — the planned path has us at about 1,900 there); level at 1,220 if not visual
Flying it:
Procedure turn inbound, established on 170 FROM; CDI switches to VOR (the GPS message appears; confirmed VOR mode). Wind correction about 8° right once established
4 DME: FAF; timer started; descent begun at 500 fpm; power set
6 DME: 1,850 — above 1,800; continue
Approaching 1,220: level; runway in sight at 7 DME, ahead; normal descent to land. Or: 8 DME (or 4:00) without the runway → missed
The variation — no GPS, no DME:
The “without DME” MDA of 1,480 applies and the step-down fix can’t be identified, so the descent is to 1,480 after the FAF (the FAF identified by a cross-radial from a second VOR). MAP by timing only — 4:00 from the FAF at 90 knots groundspeed, clock started at the cross-radial. Same discipline, higher floor, more attention to the clock
Common Traps
Setting the radial number in the OBS instead of the inbound course and reverse-sensing down final
Flying the final approach segment on GPS guidance on a plain VOR approach (not allowed — only on a “VOR or GPS” overlay)
Identifying a cross-radial fix on the GPS alone instead of the VOR
Not identifying the VOR; flying a NOTAMed-out VOR
An expired 91.171 check
Misidentifying the FAF or a step-down — descending before the fix is positively identified
Not knowing how the MAP is defined, or starting the clock “about” at the FAF
Timing on airspeed instead of groundspeed
Chasing the needle; S-turns on final
Chasing the needle through the cone of confusion at station passage
Busting a step-down on a “constant descent”
Descending below the MDA to “take a look”
Continuing past the MAP time hoping to break out
Flying a VOR-A as a straight-in, or leaving the circling area
Why VOR Approaches Still Matter
VOR MON:
The FAA’s VOR Minimum Operational Network retains enough VORs that an aircraft without GPS, anywhere in the contiguous U.S. at 5,000 feet AGL, can navigate to an airport within about 100 NM that has a VOR or ILS approach not dependent on GPS, DME, or radar
Those “MON airports” are marked on charts
The VOR approach is the backup the whole system is designed around
When GPS is jammed, spoofed, or NOTAMed out, this is what’s left
Skills:
Wind correction without a track line
Descent planning without a glidepath
Fix identification with cross-radials and timing
The scan and the discipline transfer to every other approach
Checkrides:
The instrument ACS requires nonprecision approaches, one with a course reversal and one without autopilot or vectors — the VOR approach is the classic choice for both
Examiners use the VOR approach to see whether you can navigate, not just monitor
The no-FAF on-airport VOR approach is a favorite
Know it cold
Checkride Questions — With Answers
“Can you fly a VOR approach using your GPS?”
You can use a suitable IFR GPS to identify DME fixes, fly DME arcs, identify NDB-bearing fixes, and fly the feeder/initial/intermediate segments, and to substitute for an out-of-service VOR off the final — but the final approach segment must be flown by reference to the VOR. GPS may provide final guidance only on a “VOR or GPS” overlay (AIM 1-2-3). A fix defined by a cross-radial from an in-service VOR isn’t on the AIM’s substitution list — identify it on the VOR, with GPS as a cross-check.
“What’s required to use the VOR for IFR?”
A VOR receiver check within the preceding 30 days (91.171): VOT ±4°, ground checkpoint ±4°, airborne checkpoint or landmark check ±6°, dual-receiver check within 4° — logged with date, place, bearing error, and signature.
“How do you identify the MAP on a VOR approach?”
By timing from the FAF at your groundspeed (the plate’s timing table), a DME distance, a named fix or cross-radial, or station passage — on an on-airport VOR approach with no FAF, the MAP is the VOR.
“Where does the final approach segment begin on a VOR approach with no FAF?”
When you complete the procedure turn inbound and are established on the final approach course; the MAP is station passage.
“What causes reverse sensing on a VOR, and how do you avoid it?”
Setting the reciprocal of the course you’re flying in the OBS. Set the course you’re flying (inbound course TO the station, or the radial when outbound FROM), confirm the TO/FROM flag matches, and verify with the first correction.
“What is a VOR-A?”
A circling-only VOR approach: the final course isn’t aligned within 30° of a runway (or the descent gradient is too steep for straight-in), so only circling minimums are published.
“What’s the cone of confusion?”
The zone directly over a VOR where the signal is unusable — the needle swings and the TO/FROM flips. It widens with altitude. Hold heading through it; the flip is station passage.
“Why do VOR approaches still exist?”
The VOR Minimum Operational Network keeps enough VORs to let a non-GPS aircraft reach an airport with a VOR or ILS approach within about 100 NM — the backup for GPS outages.
Final Thoughts
A VOR approach is instrument flying with nothing hidden: a needle that tells you where the course is and nothing else, a descent you plan yourself, fixes you identify by DME, cross-radials, timing, or the flip of a flag, and a missed approach point you may reach by stopwatch. It demands the setup discipline of an ILS, the fix discipline of an NDB approach, and a clear head about what your GPS may and may not do for you — DME fixes and distances yes, the final approach course no.
Set the course (not the radial), identify the VOR, confirm the 91.171 check, know how every fix and the MAP are defined, fly a planned descent that respects every step-down and stops at the MDA, start the clock at the FAF, and go missed at the MAP — not after it. Fly it that way and it’s not old-school; it’s the approach that proves you can navigate.
On the Written Test and Checkride
VOR approaches appear on the instrument knowledge test and in every instrument oral and practical test. The most commonly tested topics:
Nonprecision, MDA, MAP definitions (timing table, DME, fix, station passage)
No-FAF on-airport procedure: final begins at the procedure turn inbound; MAP is the station
GPS substitution (AIM 1-2-3): DME fixes, arcs, NDB fixes, out-of-service VOR off final — yes; the final approach segment — no (except “VOR or GPS” overlays)
91.171 VOR check: 30 days, ±4° ground/VOT, ±6° airborne, 4° dual, logbook entry
Reverse sensing: course vs. radial; TO/FROM
Cone of confusion
VOR-A circling-only; circling area and MDA
CDFA to an MDA; step-downs; 91.175(c)
VOR MON
Quick Reference
VOR Approach:
Nonprecision; VOR provides the final approach course (a radial, flown TO or FROM); MDA, step-downs, MAP
VOR RWY XX straight-in (within 30°) · VOR-A circling-only · VOR/DME DME required · VOR or GPS overlay (GPS may fly final)
On-airport VOR, no FAF: final begins at the procedure turn inbound; MAP = station passage (TO/FROM flip)
Equipment & Legalities:
VOR receiver + CDI/HSI; DME or GPS substitute if “DME required”; second nav for cross-radials; timer
91.171: check within 30 days — VOT ±4° · ground checkpoint ±4° · airborne checkpoint/landmark ±6° · dual receivers within 4°; log date, place, error, signature
Identify the VOR (Morse); no ident = unusable; check NOTAMs
GPS Substitution (AIM 1-2-3):
Yes: position over DME fixes; DME arcs; NDB/compass-locator fixes, navigation, and holding; substitute for an out-of-service VOR on routes and feeder/initial/intermediate segments
Cross-radial fix from an in-service VOR: not on the explicit list — identify on the VOR, GPS as cross-check
No: lateral guidance on the final approach segment (VOR only), unless it’s a “VOR or GPS” overlay
Load the approach in the GPS for fixes/distances; CDI in VOR mode for final; heed the “switch to VOR” message
Fix Identification:
FAF (Maltese cross): DME / cross-radial / intersection / station
Step-downs: DME / cross-radial; “with/without DME” minimums
MAP: timing table (60–180 kt groundspeed) / DME / fix / station passage
VDP if published — “not visual by here → plan the missed”
OBS & Sensing:
Set the course you’re flying (inbound course TO the station; the radial when outbound FROM) — not the radial number when inbound
TO flag inbound, FROM flag outbound; HSI: course pointer on the course
Reciprocal set = reverse sensing; verify with the first correction
Tracking:
Full-scale ±10°, 2° per dot; angular — more sensitive near the station
Find the wind correction angle once; 2°–5° corrections; bracket; don’t chase
Cone of confusion over the station: hold heading; the flip is passage
Descent:
Dive-and-drive (level at each step-down/MDA) or CDFA (planned continuous descent crossing each step-down at/above, reaching MDA near the VDP; consider a derived-DA buffer)
Step-downs are hard; MDA is a hard floor (91.175(c)); level and continue to the MAP
~300 ft/NM for a 3° path; “+V” is advisory only
Timing:
Start at the FAF (fix / DME / flip); groundspeed from the table (interpolate)
Time out = MAP: land or go missed — never continue past it
DME/GPS MAP replaces the clock; keep the clock as backup
Circling (VOR-A or circling from a straight-in):
Circling MDA is the floor until positioned for a normal descent to the landing runway
Stay within the circling area for your category; lose the airport → missed (initial turn toward the landing runway)
Why They Persist:
VOR MON: a non-GPS aircraft at 5,000 ft AGL can reach a MON airport with a VOR or ILS approach within ~100 NM
The backup when GPS is jammed/spoofed/NOTAMed out; the classic checkride nonprecision approach
Key Principle:
A VOR approach is lateral guidance from a radial and vertical discipline from you. Set the course (not the radial), identify the VOR and the 91.171 check, know how every fix and the MAP are defined, use the GPS for DME fixes but the VOR for cross-radials and the final, fly a planned descent that respects the step-downs and stops at the MDA, start the clock at the FAF, and go missed at the MAP.
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Author: Nathan Hodell
CFI, CFII, MEI, ATP, Creator and CEO
Nathan is an aviation enthusiast with thousands of hours of flying and dual instruction over the past 15+ years. Through his aviation career he has been able to earn his ATP, fly as an airline pilot, own/operate flight schools, and create and host wifiCFI.