VOR Approaches on the INRAT: What You Need to Know

The VOR approach is the most common non-precision instrument approach in Canada. It shows up on the INRAT directly — through approach plate questions, missed approach procedures, and MDA application — and indirectly through alternate planning and approach ban rules. You need to understand it cold.

VOR vs ILS: the key difference

The ILS gives you both lateral and vertical guidance down to a Decision Height. The VOR only gives you lateral guidance — there's no glideslope. You descend to the Minimum Descent Altitude (MDA), level off, and fly toward the missed approach point while looking for the runway.

That difference matters practically. On an ILS you're always descending on a defined path. On a VOR approach you might be flying level at MDA for a minute or more in low visibility, which is a different workload and a different type of question on the exam.

Structure of a VOR approach

A standard VOR approach has several segments:

• Initial approach fix (IAF) — where the approach begins, usually a VOR or intersection
• Intermediate segment — positioning to the final approach course
• Final approach fix (FAF) — the point at which you begin descending to MDA; marked on the plate with a Maltese cross symbol
• Missed approach point (MAP) — the point at which, if you don't have visual reference, you must execute the missed approach. On a VOR approach, the MAP is typically at or over the VOR station.

Minimum Descent Altitude

The MDA is published on the approach plate and is referenced to mean sea level (MSL), not above ground level. To use it practically, you need to know the airport elevation and do the math — or use the HAT (Height Above Touchdown) value also published on the plate.

At the MDA, you level off. You do not continue descending unless you have the required visual reference and can make a normal landing. If you reach the missed approach point without that reference, you go missed — from MDA, not below it.

Circling approaches

When the VOR approach is not aligned with the runway you intend to land on, you may fly a circling approach. The circling MDA is higher than the straight-in MDA because you need more altitude to manoeuvre. Circling is done visually once you have the airport in sight.

The INRAT tests circling approach rules: the circling area radius depends on aircraft approach category (based on 1.3 times stall speed), and if you lose visual reference while circling, you fly the missed approach immediately from wherever you are — not back to the runway threshold.

What exam questions look like

VOR approach questions on the INRAT typically give you a partial approach plate and ask about MDA values, what to do at the MAP, when to execute missed approach, or how to identify the FAF. Some questions combine the VOR approach with weather minimums — for example, asking whether a specific weather report allows the approach to continue past 1,000 feet AGL.

Read approach plates during your study. You don't need to memorize a specific plate, but you need to be able to read any plate quickly and accurately under exam conditions.