Clarksburg's VOR-A

1. The letter suffix—in this case “A”—indicates this is a circling approach.
2. MDAs are high enough as is; using remote altimeter setting drives them higher.
3. Part-time tower, open 7 a.m. to 11 p.m.
4. MSA centered on CKB VOR.
5. High obstacles/terrain are east of the missed approach path. If circling to Runway 21, best to circle west of the runway.
6. CKB is the FAF, and the FAC is only 2.6 nm long.
7. Arriving from south and southwest quadrants, no procedure turn (NoPT) means a straight-in path after RIDER intersection. If arriving from north or east, a hold in lieu of procedure turn (HILPT) is required unless ATC clears you otherwise.
8. Altitude of highest obstacle/terrain on the chart.
9. Displaced threshold on Runway 3 deprives you of full length.
10. Not much time to lose altitude; descent rates on final will be high.
11. No visual descent point (VDP) to help you gauge a proper touchdown point.
12. Per chart supplement: Use CLE app/dep 126.95 0400 – 1200Z; Clarksburg app/dep 121.15 1200 – 0400Z.

We have come to accept the (apparent) fact that the wizardry that is GPS allows us to build instrument approaches that offer a bull’s-eye to the centerline of the runway from however far away we can imagine.

Unfortunately, such is not always the case.

A VOR-A approach is a circling only approach as defined by the good folks making the terminal instrument procedures.

To take that a step further, any final approach course that is more than 30 degrees from the extended centerline at the designated missed approach point is considered a circling approach. Likewise, a descent rate in excess of 400 feet per nautical mile will not qualify for a straight-in approach. This is because of the need to limit maneuvers to “normal.” You need to be able to come out of the clouds, see the runway, and make a normal landing without scaring your passengers (or yourself).

A quick look at the surrounding terrain makes it clear that situational awareness is key here.Clarksburg, West Virginia, is a sleepy little burg in the hills almost due south of Pittsburgh, Pennsylvania. There isn’t a lot going on there, but there is an airport that includes a sizeable maintenance facility. However, it is located in hilly terrain (minimum safe altitude 4,800 feet msl, airport elevation 1,224 feet msl), and its one runway is 7,800 feet long and subject to fog for a portion of the year. A quick look at the surrounding terrain makes it clear that situational awareness is key here, and that if there is any serious weather in the area, you might want to head elsewhere.

The VOR is 2.5 miles away from the end of the runway. With a GPS, this is no big deal, as you cross the VOR and carry on, but if you’re using an actual VOR, you get the joy of dealing with a touchy needle as you get close, pass over, then wait for the signal to stabilize after you cross. You’ll come in on the 042 radial, which is only 12 degrees off the runway centerline, but the descent rate can be dicey at minimums. This isn’t helped by the relatively high minimums of 800 feet and one mile of visibility, which becomes 1,100 feet and three miles if you’re in a Class D airplane.

There is an RNAV approach to Runway 3 that is a true straight-in, but the minimums for that are only 600 feet and one mile. The RNAV approach gives you a less complex missed approach procedure, though, and in bad weather in hilly terrain, this can be especially welcome. But, if your GPS has gone kaput, or has a bad signal, the VOR-A might be your only hope. If you keep the terrain in mind, follow the course, and respect the minimums, you’ll be fine.