VOR 1 and VOR 2 in an Airbus are independent receivers. Learn how tuning, ND pointers, DME pairing, auto-tuning and common sim faults differ.
In an Airbus, VOR 1 and VOR 2 are two independent receivers for the same kind of VHF navigation signal. VOR 1 is receiver/channel 1 and VOR 2 receiver/channel 2. They may tune different stations simultaneously, show separate bearing and DME data, and provide redundancy; neither is inherently more accurate.
What do VOR 1 and VOR 2 actually mean?
The numbers identify separate receiving channels, not different kinds of VOR station. VOR 1 is commonly associated with system 1 and the captain’s side, while VOR 2 is associated with system 2 and the first officer’s side, but this does not make either receiver exclusive to one pilot.
VOR 2 is not simply a standby receiver waiting for VOR 1 to fail. Both can operate at once, and both may be used by the aircraft’s displays and flight-management system. The exact routing varies between Airbus families and equipment fits.
| Feature | VOR 1 | VOR 2 |
|---|---|---|
| Receiver | Independent receiver channel 1 | Independent receiver channel 2 |
| Usual association | System 1/captain’s side | System 2/first officer’s side |
| A320 RAD NAV page | Normally shown in the left VOR field | Normally shown in the right VOR field |
| Raw-data label | VOR 1 and, when available, DME 1 | VOR 2 and, when available, DME 2 |
| Operational role | Either primary or cross-check source | Either primary or cross-check source |
How are VOR 1 and VOR 2 displayed in an Airbus A320?
On the A320 family, frequencies and courses can be entered or reviewed on the MCDU RAD NAV page. VOR 1 normally occupies the left-hand VOR field and VOR 2 the right-hand field. The FMGS may also tune radio-navigation aids automatically unless the crew has made a manual entry.
Each EFIS control panel provides bearing-pointer source selection. Pointer 1 can use VOR 1 or ADF 1, while pointer 2 can use VOR 2 or ADF 2. This means an ND can usually show bearings from both VOR receivers rather than being restricted to the receiver matching that pilot’s side. Our A320 cockpit display and control guide explains where these indications fit into the wider panel.
Aircraft fitted with a DDRMI may present the two sources as separate bearing pointers with corresponding distance readouts. See our explanation of VOR indications on the Airbus DDRMI for that instrument specifically.
Can VOR 1 and VOR 2 tune the same station?
Both receivers can be tuned to the same VOR for an independent cross-check, or to different stations for two bearings, a changeover point or a position cross-fix. When they receive the same healthy station, their indications should broadly agree.
A common working arrangement is to place the procedure’s main station in VOR 1 and a crossing or monitoring station in VOR 2. That is a convention, not a technical requirement; either receiver can hold either station. Manual tuning usually overrides automatic tuning for that receiver until the manual entry is cleared.
DME also needs care. A receiver will produce a distance only when the selected facility has compatible DME service and the installation can interrogate it. A valid VOR bearing with no distance therefore does not automatically indicate a failed VOR receiver.
Does tuning VOR 1 make the Airbus autopilot follow it?
Tuning VOR 1 does not by itself command the autopilot to capture and track that radial. On common A320-family logic, managed NAV follows the FMGS lateral flight path; the tuned VOR supplies raw data for monitoring and may help the navigation system update its calculated position.
To fly directly from raw VOR data, the crew normally monitors the selected course and deviation while using the appropriate selected guidance, or flies a database-coded procedure in managed NAV. LOC mode is for a localizer and is not a VOR-capture mode. Our overview of radio receivers versus FMS navigation guidance covers this distinction in more detail.
Why is VOR 1 or VOR 2 not showing a bearing?
A missing indication usually comes from source selection, reception or tuning rather than a meaningful difference between the receivers. Check the chain in this order:
- Confirm the receiver. Make sure the frequency was entered under VOR 1 if you are examining pointer 1, or under VOR 2 for pointer 2.
- Verify the station ident. A frequency alone does not prove that the intended facility is being received.
- Select the correct pointer source. An EFIS selector left at OFF or ADF will not show the expected VOR bearing.
- Distinguish bearing from course. The bearing pointer points towards the station; the selected course and deviation show your relationship to a desired radial.
- Check reception limits. VOR is line-of-sight radio. Low altitude, terrain and excessive distance can remove or corrupt the signal.
- Check whether DME exists. A VOR-only station can provide direction without distance.
- Allow for simulator implementation. Some simplified aircraft combine the channels, omit automatic tuning or leave one bearing pointer non-functional.
For the underlying tuning, course-setting and indication technique, our practical guide to using VOR and NDB receivers in flight simulators covers the raw-navigation workflow without duplicating the Airbus-specific controls.