VOR Instrument Approaches: Old-School IFR That Still Makes Better Pilots
- wifiCFI
- Dec 28, 2025
- 4 min read
Even with RNAV everywhere, VOR approaches are still worth knowing. They show up as backup procedures, they’re common in training and checkrides, and they force you to fly a “real” non precision approach: you manage lateral tracking, descent planning, timing, wind correction, and situational awareness without a glidepath spoon-feeding you the profile.
Here’s a pilot-focused breakdown of what VOR approaches are, how to fly them well, and the common traps.
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What a VOR Approach Is
A VOR approach uses a VOR ground station to provide lateral guidance along a published course to the airport (or to a point from which you can complete the landing).
Most VOR approaches are:
Non precision: flown to an MDA (not a DA)
Structured around step-down fixes and/or a Final Approach Fix (FAF)
Sometimes require timing from the FAF to the missed approach point (MAP)
You’ll see variants like:
VOR RWY XX
VOR-A (circling-only or non-runway-specific alignment)
VOR/DME RWY XX (adds distance to reduce timing dependence)
The Big Differences vs RNAV or ILS
Compared to ILS/LPV:
No vertical guidance → you must plan and fly your own descent
Less lateral sensitivity → more drift tolerance, but also easier to get lazy
MAP may be defined by timing or DME, not a precise waypoint
Compared to RNAV (GPS):
No “magenta line” waypoint-to-waypoint precision unless you overlay it legally with RNAV guidance (and your procedures allow)
Course guidance can be noisier and more wind-sensitive
Identifying fixes may require cross-radials, DME, or timing
How to Brief a VOR Approach (Pilot Practical)
A solid VOR approach brief hits these items:
NAVAID
Frequency, identifier, and where the VOR is relative to the airport
Any NOTAMs or outages (if the VOR is unreliable, nothing else matters)
Approach course
Inbound course and expected wind correction angle (WCA)
FAF and altitudes
Where the FAF is identified (DME? crossing radial? station passage?)
Step-down fixes and minimum altitudes
MAP
How you’ll identify it: timing, DME, radial, or station passage
What you’ll do if timing is required (groundspeed check!)
MDA and visibility
MDA + any circling limitations if applicable
Missed approach
First heading/course and altitude—brief it like it’s guaranteed
Flying Technique: How to Make VOR Approaches Smooth
1) Set up like it’s a precision approach
Even though it’s non precision, treat it with precision discipline:
Configure early
Stabilize speed and power before the FAF
Use small corrections and stay ahead of the airplane
2) Track the course with trend, not chase
VOR needles can wander more than a localizer or RNAV CDI. If you chase every twitch, you’ll S-turn down final.
Technique tips:
Make small heading changes (2–5°)
Wait for the CDI to respond
Use a consistent wind correction once established
3) Manage descent: avoid “dive and drive” if you can
Many VOR approaches are designed with step-downs and an MDA, which can tempt pilots to:
Dive to each altitude, then level off, then dive again
A more stable technique (when appropriate and allowed) is a constant descent final approach (CDFA) concept:
Descend in a continuous, planned rate to arrive at MDA at (or very near) the MAP
Still respect all published step-down altitudes
Key point: You cannot descend below MDA without the required visual references, regardless of how “nice” your descent feels.
4) Timing: do it like you mean it
If the MAP is defined by time, timing errors are the #1 way pilots end up too high or too low at the wrong place.
Best practices:
Cross the FAF at a known groundspeed
Start timing exactly at the FAF
Use the correct time for your groundspeed (or interpolate)
If groundspeed changes significantly, adjust expectations (or go missed early rather than guess)
5) Use DME if you have it
A VOR/DME approach can be dramatically easier:
Fixes are positively identified
MAP becomes “DME to go” instead of timing
Workload drops, and accuracy improves
If your aircraft has DME or legal RNAV substitution for DME (where allowed), use it—but always follow your regs and equipment guidance.
Common VOR Approach Traps
“Reverse sensing” and wrong course selection
This happens more with VOR than people want to admit.
Verify the inbound course
Ensure the CDI/HSI is set correctly
Cross-check with the charted radials and your position
Misidentifying the FAF or MAP
If the fix is defined by:
A crossing radial,
Station passage,
Or a DME value,
…you need to confirm you’re identifying it correctly before you descend.
Forgetting how wind affects everything
On VOR approaches, wind can:
Change intercept angles
Change timing accuracy
Drift you off course more subtly than a localizer would
VOR signal limitations
Near the station, the VOR can become less reliable (cone of confusion). If the approach relies on station passage, expect needle swings and keep your scan disciplined.
Why VOR Approaches Still Matter
Even if you fly mostly RNAV:
VOR approaches sharpen fundamentals
They make you better at planning descent and timing
They build confidence when automation isn’t available
They’re a real-world backup when GPS is degraded or procedures demand ground-based navigation
In other words: VOR approaches are one of the best “skills multipliers” in IFR training.
Bottom Line
A VOR approach is a classic non precision procedure: lateral guidance with your own vertical management. Fly it with disciplined setup, small corrections, smart descent planning, and accurate timing, and you’ll not only fly safer—you’ll level up your overall IFR skill.
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