ILS is only available at certain runways and has nothing to do about the actual navigation from point A to point B

VOR - VOR is preferable on aircrafts without GPS maybe () and sometimes it might not be possible (for whatever reason) to get a direct GPS clearance.

It's also many times much easier to fly VOR - VOR than to program a GPS, I'd choose the VOR over GPS anyday if I had to fiddle with a GPS which I'm not acustomed to

99.9% I fly VOR's unless maybe I am flying a big jet over long distances, which I very seldom do. I am more into the Cessna's, Pipers, and small Beechcraft 

in the real world, when it comes to GA at least it has to do with redundancy.  If you loose a GPS signal, you still have a VOR signal to fly by.  And also as mentioned they are more likely to be recieved in a clearance.  Also, it's a lot easier flight planning-wise anyway.  Figuring MEA's, MOCA's MCA, and MRA's are printed right on the charts, it's just easier than relying completely on GPS.  I've flow about 5 or 6 GPS approaches this year and two times had RAIM degredation and had to go missed to do another approach.  And that's why I, untill I get into the larger, more complicated aircraft will always file VOR to VOR/ Victor Airways.

There aren't enough VOR's in the world !!! ( especially siberia  )

You should try a VOR approach with zero visibility, nothing gets my heart pumping more. Who needs drugs?!  8)

VOR's rule! I go by 'em all the time!
Dan

I must ask, because I don't quite understand yet, how do you fly VOR


If you prefer email: alex@germainphoto.com

I had to ask

flying departure and arrival routes has a lot in common with VOR flying. The SID (or STAR) is often a pattern where you use a couple of VOR radials. like one of the departures at my local airport (ESGG)

"Straight ahead to LAV DME 2,5 (ILS MM 21 if no DME)
Turn right to track 140 (max IAS 210kt in turn. At HAR R-213 turn right to intercept HAR R-206. At LAV R-171 DME 13 turn right to track 250 to intercept LAV R-213 and proceed to VADIN"

As you see the VORs I have to dial in is LAV and HAR. It's a little more complicated yes, but practice makes perfect

Although not all SIDS and STARS are designed like that, some make use of waypoints that has no VOR association and requires expensive nav. equipment, but that's a totally different story  

Quote:


Assuming you already did the lessons...(I felt that wasn't very well explained, did anyone else feel that way?)

When navigating by VOR, I have a scrap piece of paper to take down the frequencies and headings from the checkpoint page of my kneeboard.  Then I set the frequency on the Nav portions of my radio.  Lastly, I set the headings on my VOR gages  by turning the OBS knob till the heading I want is at the top (or the arrow is pointing the direction I want, depending on the gage).

The needle in the gage moves to indicate whether you are to the right or left of the VOR line (keep in mind that it doesn't know what direction your aircraft is heading).

You can also use the GPS to help check this (I use the GPS more to determine my ETA and airport navigation).  Some people may feel using the GPS is cheating, but I say the goal here is to HAVE FUN!!!   Life is too short to play a game that frustrates you.

By the way I have noticed that even though the needle says I am on course, I am flying parallel to the line according to the GPS display.  Is this how it's supposed to be, or am I setting the direction wrong?

Anyway, there you have it (mostly).  This is a bit daunting at first, but it gets easier as you play with it.

Yeah sadly for VOR approaches you need some charts  .

I use Jeppesen SimCharts, a nice addition if you have some money spare.

Well its $34.95 for 1 area or $69.95 3 areas.

You can only buy them from Jeppesen directly.
You can download a demo and find more info here.