Pilot Institute

FEBRUARY 22, 2025

The descent profile. This perspective makes the descent path easier to understand. Non-precision approaches (such as a localizer, VOR, LNAV, or NDB) use a Maltese cross for the FAF. At this point you should start descending to the Minimum Descent Altitude (MDA). That V represents the Visual Descent Point or VDP.

Approach

Air Facts

JUNE 4, 2025

I tuned the Manila VOR to confirm my position and set up the next waypoint. I acknowledged and began a gentle descent. Below me stretched a patchwork of rice fields, coconut groves, and coastal villages. The air was smooth, the engine humming steadily, and that familiar sense of freedom settled in.

Altimeter

Photographic Logbook

JUNE 29, 2025

I momentarily put HAL into heading mode, inserted the East Texas VOR into the route, programmed GPS direct to ETX, then switched back to "nav" mode to avoid any unexpected turns from tinkering with the active leg in the GPS flight plan. This was a lesson learned in 2024 while coincidentally receiving another reroute near Philadelphia.

Runway

Pilot Institute

NOVEMBER 19, 2024

Are you curious about flying a VOR approach? If you’re aiming to master instrument-rated flying, it’d be valuable to learn about VOR approaches. We’ll cover what a VOR approach is, how to fly it step-by-step, and even whether GPS can replace it in today’s navigation. Ready to make VOR approaches easy?

VOR

Air Facts

NOVEMBER 25, 2024

Climb/descent within the block can be made at the discretion of the pilot. However, once the pilot starts descent and verbally reports leaving an altitude in the block, the pilot may not return to that altitude without additional ATC clearance. The pilot may level off at any intermediate altitude within this block of airspace.

Clearance

Flight Training Central

DECEMBER 13, 2024

At which altitude and location on V573 would you expect the navigational signal of the HOT VOR/DME to be unreliable? You must receive an additional ATC clearance to leave your current altitude at FL290 and begin a descent to cross STELA at 11,000 feet. climb to, but not descend from 4,000 feet, without further ATC clearance.

Clearance

AV Web

JUNE 6, 2024

After flying “several miles” toward the assigned VOR, the Bonanza began a tight right turn to 213 degrees and its rate of descent began to increase, ultimately reaching as high as 15,000 feet per minute. Once cleared to turn back on course, his heading began to fluctuate, and he no longer responded to radio calls.

VOR

AV Web

JUNE 6, 2024

After flying “several miles” toward the assigned VOR, the Bonanza began a tight right turn to 213 degrees and its rate of descent began to increase, ultimately reaching as high as 15,000 feet per minute. Once cleared to turn back on course, his heading began to fluctuate, and he no longer responded to radio calls.

VOR

Flying Magazine

MAY 15, 2024

Put the aircraft in level flight to give them a moment to consider their next course of action so they are not anxiously doing climbs, descents, and unplanned turns. Next, introduce the VOR. Have them use the VOR to determine what radial they are on, and if the unit has DME, show you where they are on a sectional.

Crosswind

Pilot Institute

DECEMBER 12, 2024

If you’re on a non-precision or precision approach, understanding MDA (Minimum Descent Altitude) and DA (Decision Altitude) is incredibly important. The main difference: MDA involves leveling off, while DA involves deciding during descent. These paths guide the airplane safely during its descent.

Altimeter

Pilot Institute

DECEMBER 4, 2024

VNAV adds automated vertical guidance to approaches, reducing pilot workload during descents. It calculates a descent route to maintain a stable approach from the initial approach fix to touchdown. Always have a backup (ILS/VOR). VNAV can assist you in planning optimal descent profiles, which helps lower fuel consumption.

Approach

Photographic Logbook

APRIL 19, 2024

Even though I was likely to be cleared through the outer ring by ATC (air traffic control) while on an instrument flight plan, I filed a route from Sodus to the Williamsport VOR (FQM) that circumvented the TFR entirely. The reroute was minimal, an insertion of Yardley VOR (ARD) into my flight plan. Seneca and Cayuga Lakes in the gloom.

Approach

Air Facts

OCTOBER 30, 2024

Consisting of timed, coordinated climbs and descents, Patterns A and B required the pilot to be on altitude, on heading, and on time. After startup, I’d record a VOR check in the aircraft log while waiting for our clearance. We flew the usual approaches: VOR, ILS, and the now extinct NDB. Then came the long taxi to the runway.

NDB

Photographic Logbook

JULY 11, 2024

We were assigned a slightly ridiculous alteration to the route I filed: MANCH T316 LAMMS T608 ROC that had us flying past Sodus to the Rochester VOR before setting up for Sodus. Once on with Syracuse, I decided to rectify the inefficient routing at the end of my instrument clearance and requested direct to Sodus from the Syracuse VOR.

Ceiling

Air Facts

SEPTEMBER 13, 2024

We continued our descent for a couple of seconds and then he began a turn again to the left towards the taxiway. If the runway could not be made my plan was to put the aircraft down in the field west of the airport close to the VOR. From my point of view it was evident that we did not have enough room to safely land on Runway 17.

Gross Weight

Pilot Institute

MAY 1, 2024

The landing minimums section includes: Minimum descent altitudes. Preflight Planning Some pilots believe an approach briefing means skimming the chart right before descent. Set the ILS, LOC, or VOR frequency required for the approach on your navigation radio. Decision altitudes/heights. Minimum visibilities.

Approach

iPad Pilot News

JUNE 3, 2025

For example, the profile view in SmartCharts shows the descent angle for an LNAV+V approach (one with an advisory glideslope) and also the visual glideslope angle (like a PAPI). Its within 30nm of the Falmouth VOR, but once thats drawn on the chart you can see how far that is from the airport.

NOTAMs

Photographic Logbook

OCTOBER 10, 2023

I had an easy out available to me: a descent of 1000 feet would bring me out of the clouds with plenty of altitude to spare above the terrain. Just north of the Selinsgrove VOR, Harrisburg called with the first change in routing. I requested a descent to warmer air at 5,000 feet from Elmira Approach. This rain did neither.

Transponder

Plane and Pilot

AUGUST 8, 2024

There are a wide variety of options on the market, ranging from simple radios to units with GPS/VOR navigation features and full ILS capabilities. In addition to your aircraft’s installed radio systems, handheld radios provide an important layer of safety and redundancy in case of radio failure.

Aeronautical Information Manual

Photographic Logbook

OCTOBER 11, 2024

West of the Geneseo VOR, I passed high above Silver Lake and the gorge in Letchworth State Park. In the descent, the air remained smooth, even though my flight data computer calculated a wind velocity of 50 knots out of the northwest when I crossed through 5,000 feet. Looking north to the east end of Lake Erie and Buffalo, NY.

Runway

Plane and Pilot

AUGUST 8, 2024

There are a wide variety of options on the market, ranging from simple radios to units with GPS/VOR navigation features and full ILS capabilities. In addition to your aircraft’s installed radio systems, handheld radios provide an important layer of safety and redundancy in case of radio failure.

Aeronautical Information Manual

Professional Pilot

JULY 3, 2024

Thinking we could be on fire, we initiated a 7000-fpm descent. Little thought is given to the fact that a 7000-fpm descent will fog the windows. It started out as a routine engine failure, but escalated rapidly when we began to smell what we thought at first was smoke, but which turned out to be oil, in the cockpit. One more thing.

Pilot