While GPS approaches are the way of the future, don't let yourself get caught off guard when a VOR approach is your only option.

1. 1) You are in a Piper Archer with conventional round dial instruments going 90 KIAS. ATC says to fly on a heading of 040 to intercept the 347 radial inbound to the TRV VOR. Once established, ATC asks you to intercept the 7 DME arc from WUBUR and arc northwest as published. If you have a 40-knot tailwind inbound to the arc, how far out should you lead the turn?
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   A rule of thumb is to lead the turn by 0.5 nm. So in this case 7.5 nm from the TVR VOR. However, this number should be modified depending on the scenario. If you have a tailwind, you might want to increase the distance so you don't get pushed closer to the VOR than 7 nm. Also, if you are less than a 90-degree intercept, you might want to decrease your 0.5 nm lead-in so you don't undershoot.

   A rule of thumb is to lead the turn by 0.5 nm. So in this case 7.5 nm from the TVR VOR. However, this number should be modified depending on the scenario. If you have a tailwind, you might want to increase the distance so you don't get pushed closer to the VOR than 7 nm. Also, if you are less than a 90-degree intercept, you might want to decrease your 0.5 nm lead-in so you don't undershoot.

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2. 2) Let's say ATC didn't give you the arc and wanted you to continue on the 347 radial inbound to the TRV VOR. ATC says "N351WX, upon reaching the TRV VOR, you are cleared for the VOR 12R approach." Once you cross the VOR, what altitude can you descend to?
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   You can descend to 1,600' MSL until you are completed with the procedure turn. Once you are established inbound on the final approach course, you may continue descending on the approach.

   You can descend to 1,600' MSL until you are completed with the procedure turn. Once you are established inbound on the final approach course, you may continue descending on the approach.

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3. 3) You are flying outbound now on the 298 radial from the TRV VOR. When can you start the procedure turn?
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   You can start the procedure turn, in this example, as soon as you cross over the VOR outbound on the 298 radial. However, you need to remain within 10 NM from the VOR at all times.

   You can start the procedure turn, in this example, as soon as you cross over the VOR outbound on the 298 radial. However, you need to remain within 10 NM from the VOR at all times.

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4. 4) You are now established inbound on the approach. You realized you forgot to grab the new ATIS when it came out 20 minutes ago, so you tune in 120.575 and hear nothing but static. You know Fort Pierce is nearby, so you decide to use their altimeter setting instead. Is this legal to do if you are shooting an approach in IMC?
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   Yes, however, according to the note section, if you use the Fort Pierce altimeter setting, you must increase the MDA by 40'. 

   Yes, however, according to the note section, if you use the Fort Pierce altimeter setting, you must increase the MDA by 40'. 

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5. 5) You are 30 seconds from the final approach fix when your DME goes out on your plane. Your ground speed is 90 knots. How will you know when to go missed?
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   Using the chart at the bottom of the airport diagram, you can estimate that you will need to go missed, if the airport environment required in FAR 91.175 isn't insight, at 2 minutes and 20 seconds from the FAF. Since you're 30 seconds from the FAF, you'll need to go missed at 2 minutes and 50 seconds from your current position.

   Using the chart at the bottom of the airport diagram, you can estimate that you will need to go missed, if the airport environment required in FAR 91.175 isn't insight, at 2 minutes and 20 seconds from the FAF. Since you're 30 seconds from the FAF, you'll need to go missed at 2 minutes and 50 seconds from your current position.

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6. 6) You are now descending on the approach and are on the final segment. You get to the MDA and are 2.4 from the TRV VOR. What is the significance of this location?
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   You are at the visual descent point. The VDP is the location on a non-precision approach, where if you are at the MDA, you will be able to maintain a 3-degree glide path to the runway threshold. 

   You are at the visual descent point. The VDP is the location on a non-precision approach, where if you are at the MDA, you will be able to maintain a 3-degree glide path to the runway threshold. 

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Better luck next time...

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