![]() Vector equals carte blanche for the setup.In setting up a VOR approach final, the frequency has to be linked with the inbound course. When you’re in a terminal radar environment and you get a vector, you should be like Pavlov’s dog - turn to the vector heading and then attack the radio stack. For a GPS overlay to a VOR or NDB approach, I’d lean toward the GPS because it gives so much extra information - bearing, track, distance - which enhances orientation along the final approach course, and then the VOR or ADF. If it’s a GPS approach, the GPS is set up first. If it’s an NDB approach, the ADF is set up first. Same with a VOR approach: Tune the VOR frequency, and then set the CDI or HSI. If it’s an ILS, select the localizer frequency and then turn the CDI or HSI to the published final approach course. What are your priorities? The nav device that defines the final approach course is always set up first and the sooner the better. ![]() Near the end of the trip when the controller issues a radar vector, you have carte blanche to complete the avionics setup for the approach. Anyway, W stands for Weather (ATIS, ASOS, tower, or CTAF), C is for Checklist, R stands for Radio(s) setup, and the last R is Review the approach chart big stuff.Take that first R, Radios setup. The only relationship between railroads and aviation is that they both involve transportation. ![]() Mnemonics, such as GUMP or CIGAR, are popular in aviation, although one of the most useful when approaching a terminal area might be hard to relate to: WCRR, or West Coast Rail Road. ![]()
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