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Nextgen Navigation How VOR Remains Important in a GPS World IBC Ifc Ibc King February 2021 Volumeair 15 / Number 2 a MAGAZINE for the OWNER/PILOT of KING AIR AIRCRAFT

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Nextgen Navigation How VOR Remains Important in a GPS World IBC Ifc Ibc King February 2021 Volumeair 15 / Number 2 a MAGAZINE for the OWNER/PILOT of KING AIR AIRCRAFT A MAGAZINE FOR THE OWNER/PILOT OF KING AIR AIRCRAFT FEBRUARY 2021 • VOLUME 15, NUMBER 2 • $6.50 NextGen Navigation How VOR remains important in a GPS world IBC ifc ibc King February 2021 VolumeAir 15 / Number 2 A MAGAZINE FOR THE OWNER/PILOT OF KING AIR AIRCRAFT 2 Contents EDITOR Kim Blonigen EDITORIAL OFFICE 2 21 2779 Aero Park Dr., Understanding VOR in the Era Ask The Expert – Traverse City MI 49686 Phone: (316) 652-9495 of GPS: The Continuing Evolution Landing Alignment – E-mail: [email protected] in the U.S. Get It Straight! PUBLISHERS by Matthew McDaniel by Tom Clements Dave Moore Village Publications GRAPHIC DESIGN 24 Rachel Wood 10 Save the Date! PRODUCTION MANAGER Mike Revard King Air Gathering PUBLICATIONS DIRECTOR Sept. 23-26, 2021 Jason Smith by Kim Blonigen ADVERTISING DIRECTOR Jenna Reid 12 King Air Magazine 2779 Aero Park Drive Traverse City, MI 49686 Phone: 1-800-773-7798 Fax: (231) 946-9588 24 E-mail: [email protected] In History – ADVERTISING ADMINISTRATIVE Wichita Orphans – Part Two COORDINATOR AND REPRINT SALES by Edward H. Phillips Betsy Beaudoin Phone: 1-800-773-7798 E-mail: [email protected] 12 Maintenance Tip – Corrosion SUBSCRIBER SERVICES Rhonda Kelly, Mgr. by Dean Benedict Kelly Adamson Jessica Meek Jamie Wilson P.O. Box 1810 18 Traverse City, MI 49685 Aviation Issues – FAA Approves 30 1-800-447-7367 Value Added COVID Vaccine for Pilots and ONLINE ADDRESS www.kingairmagazine.com NBAA Announces IRS Final SUBSCRIPTIONS Ruling Advocacy Win 32 King Air is distributed at no charge to all by Kim Blonigen Advertiser Index registered owners of King Air aircraft. The mailing list is updated bi-monthly. All others may sub scribe by writing to: King Air, P.O. Box 1810, Traverse City, MI 49685, or by King Air is wholly owned by Village Press, Inc. and is in no way associated with or a product of Textron Aviation. calling 1-800-447-7367. Rates for one year, King Air (ISSN 1938-9361), USPS 16694 is published monthly by Village Press, Inc., 2779 Aero Park Drive, Traverse City, Michigan 12 issues: United States $15.00, Canada 49686. Periodicals Postage Paid at Traverse City, MI. POSTMASTER: Send address changes to King Air, Village Press Inc., $24.00 (U.S. funds), all other foreign $52.00 P.O. Box 1810, Traverse City, MI 49685. Telephone (231) 946-3712. Printed in the United States of America. All rights reserved. (U.S. funds). Single copies: United States Copyright 2021, Village Publications. $6.50, Canada/Foreign $9.00. ADVERTISING: Advertising in King Air does not necessarily imply endorsement. Queries, questions, and requests for media kits should be directed to the Advertising Director, King Air, P.O. Box 1810, Traverse City, Michigan 49685. Telephone 1-800-773-7798. COVER PHOTO Courtesy of Textron Aviation MANUSCRIPTS: King Air assumes no responsibility for unsolicited manuscripts, photographs, or art work. While unsolicited submissions are welcome, it is best to query first and ask for our Writer’s Guidelines. All unassigned submissions must be accompanied by return postage. Address queries and requests for Writer’s Guidelines to the editor. FEBRUARY 2021 KING AIR MAGAZINE • 1 Understanding in VORthe Era of GPS: The Continuing Evolution in the U.S. by Matthew McDaniel 2 • KING AIR MAGAZINE FEBRUARY 2021 Credit: Textron Aviation Textron Credit: already know what most readers are thinking, “Why should I care about VORs anymore?” Global Positioning System (GPS) has become the default form of navigation for all segments of general aviation (GA), while ILS and RNAV/GPS (with vertical guidance) approaches have become the norm at both large and small airports. Chances are, most of us can’t even remember the last time we flew an approach without some type of vertical Iguidance, much less a standard VOR approach. This is especially true when you are talking about flying such approaches in actual Instrument Meteorological Conditions (IMC) down to or near published approach minimums. Era of GPS: So, I can appreciate your reluctance to read further, but stick with me here. The Very High Frequency Omnidirectional Range levels. Not the least of which is ensuring the ability for (VOR) is far from dead (or even dying) and is a critical instrument equipped aircraft to continue navigating component to the U.S. navigation network on several (both in the enroute and terminal phases of flight) FEBRUARY 2021 KING AIR MAGAZINE • 3 should the integrity of the current system was. VOR navigation was TSO High Altitude GPS system be compromised for any not limited to only a few specific FAA Approved Mask reason for any length of time. GPS courses, such as the Four Course signal outages are not uncommon. Range. It was not susceptible to The military intentionally jams atmospheric interference such as (blocks) specific GPS signals Non-Direction Beacons (NDBs). regularly for a variety of reasons Nor were the pilots using it nearly related to national security as prone to misinterpreting its and military training exercises. information and creating dangerous Occasionally, GPS satellites go navigation errors. VORs provide offline as they reach the end of an infinite number of precise with their lifespan or are undergoing radials, broken into 360 one-degree comfort fit headgear remote updating or maintenance. segments, that the pilot can track Such outages are generally limited to/from the facility with a high 27 in scope and include a heads-up degree of accuracy thanks to easy 8 to pilots in the form of Notices to to interpret cockpit equipment. Its Airman (NOTAMs). But, because only real limit is range, as dictated 24 the GPS system is satellite based by the strength of the facility’s signal (rather than ground based, like and the line-of-sight between said VORs) it is more susceptible to a facility and the receiving aircraft. King Air Replacement Mask variety of less predictable outages, VOR navigation might seem quite Carbon Fiber such as cosmic events or malicious antiquated now, compared to enemy attack. Of course, failures the precision and ease of today’s of onboard GPS equipment, related various forms of GPS navigation. wiring or antennas, etc. is always a Nonetheless, it was a massive leap possibility, as well. forward in technology when it was Phone (800) 237-6902 There is little doubt that Perfor- introduced nearly 75 years ago. www.aerox.com mance Based Navigation (PBN), Additionally, it has proven to be Required Navigation Performance highly dependable, making it the (RNP), and a variety of other longest-standing navigation system tongue-twisters related to GPS in the U.S. National Airspace System have totally changed the landscape (NAS), with no end date to that of long, short and terminal range streak in sight. navigation. That has made the chores of navigation exponentially VOR Expansion easier and safer for pilots. Nonethe- Development of the VOR began less, GPS is not, and never will be, in 1937, but it was not until 1946 a failure-proof system. A ground (soon after World War II) that the based backup system for naviga- first station became operational tion is critical to maintaining and and well into the 1950s before their protecting the National Airspace installations had become more System (NAS). Maintaining our widespread. While those early VOR knowledge and skills related to stations were combination vacuum the use of that backup system is tube and mechanical devices, solid no less critical. state technology began to take hold within the VOR network in the 1960s. It was after that point that The VOR Revolution VORs became common enough to be Like many prior navigational adopted as the world standard for air advances, the introduction of the navigation. After the introduction VOR was truly revolutionary. It of the VOR, variations on its was not dependent upon visual concept soon developed. Different conditions or low altitude flying, types of VORs emerged to support such as lighted airways and ground different types of navigation. Big markings were. It was not dependent and powerful VORs, which could upon the pilot’s ability to constantly be received 100-plus miles away monitor and decipher audible were great for use as both enroute signals, such as the AN Radio Range and terminal navigation facilities. › 4 • KING AIR MAGAZINE FEBRUARY 2021 7 7 BC FEBRUARY 2021 KING AIR MAGAZINE • 5 VOR can also be co-located with other navigation equipment. Distance Measuring Equipment (DME), co-located with a VOR station, known as a VOR/DME, can exist in High, Low or Terminal VOR stations. Tactical Air Navigation (TACAN) can also be co-located with a VOR, known as a VORTAC. VORTACs including the VOR station itself, DME and TACAN azimuth information (which is used mainly by U.S. military aircraft). VOR usage as a primary source of navigation has not had any one peak point in history. Airlines and high-end corporate aviation began to rely on it less as Inertial Navigation, OMEGA and LORAN systems became available. Yet, at the Figure 1: This late Oct. 2020 FAA graphic shows the VOR MON network, as well as same time, those systems were too the MON Airport network on the left. The geographic makeup of VORs to be decom- heavy, complex or expensive to see missioned and the types and numbers of VORs to be retained to charted on the right. widespread use within GA, keeping (Source: faa.gov) VOR as GA’s main navigational tool. Eventually, OMEGA and LORAN systems become more common place in lower-end jets, turboprops and GA aircraft, relegating VOR to an enroute backup, while still remaining a primary system for terminal procedures (especially at smaller airports).
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