See KJFK VOR frequencies and all three published VOR approaches, with simulator setup, GPS limits and fixes for missing procedures.
KJFK’s principal conventional aids are the JFK VOR/DME (115.90 MHz, identifier JFK) and nearby Canarsie VOR/DME (112.30 MHz, CRI). Its three published VOR procedures are VOR or GPS Runway 13L/R, VOR Runway 04R and VOR Runway 31L. Use the current plate and a matching simulator navigation cycle.
Which VORs serve KJFK?
The two KJFK-specific stations a simulator pilot normally needs are JFK and CRI, both of which provide VOR bearing information and DME distance.
| Aid | Frequency and identifier | Role at KJFK |
|---|---|---|
| JFK VOR/DME | 115.90 MHz — JFK | Located at the airport and used by KJFK conventional procedures, including the runway-specific VOR approaches. |
| Canarsie VOR/DME | 112.30 MHz — CRI | Nearby aid associated with the offset VOR or GPS Runway 13L/R procedure, often called the Canarsie approach. |
Other regional VORs may appear on arrivals, departures or missed-approach routing, but they are not additional KJFK runway approaches. In general flight simulators—including MSFS 2020/2024, X-Plane, FSX and Prepar3D—the radio-navigation database and the airport scenery are separate, so one can be newer than the other.
Which VOR approaches are published at KJFK?
KJFK has three published VOR procedure titles, one of which serves both Runway 13L and Runway 13R.
| Published procedure | What to expect |
|---|---|
| VOR or GPS RWY 13L/R | A Canarsie-based, offset procedure that may be flown using the authorised VOR or GPS method. It does not provide an ILS-style straight path and glideslope to either runway; the charted visual alignment remains part of the approach. |
| VOR RWY 04R | A runway-specific non-precision approach using conventional VOR guidance. Observe every charted fix, step-down altitude, MDA and missed-approach point. |
| VOR RWY 31L | A conventional non-precision procedure for Runway 31L. Any vertical path drawn by an FMS is advisory unless the plate explicitly states otherwise. |
Our collection of KJFK approach plates and airport charts should be checked before each simulated flight. We do not reproduce minima here because aircraft category, procedure notes and chart revisions can change the applicable values.
How do you fly a KJFK VOR approach in a simulator?
Fly the published lateral course with the correct navigation source, then use the plate’s fixes, distances, minimum descent altitude and missed-approach instructions rather than treating it like an ILS.
- Check the procedure and navigation cycle. Confirm that the chart title, runway and fixes agree with the procedure loaded in the aircraft. Do not assume the simulator’s ATC approach menu is authoritative.
- Select the correct CDI source. For a raw-data VOR approach, select NAV or VOR rather than GPS/FMS. Some aircraft auto-tune a frequency but leave the flight display coupled to the FMS.
- Tune and identify the station. Use
115.90for JFK or112.30for CRI as required by the plate, then verify the identifier. A displayed frequency without the correct ident is not a valid station check. - Set and intercept the published course. Account for wind while keeping the CDI centred. Our raw-data VOR approach procedure covers course interception, MDA discipline and missed approaches without duplicating those fundamentals here.
- Use DME and fixes correctly. DME is slant-range distance from the station, not distance to the runway threshold. Follow the plate’s step-down restrictions; our guide to DME fixes and step-down altitudes explains the common traps.
- Continue visually or go missed. Do not descend below MDA without the required runway environment in sight. At the missed-approach point, execute the published missed approach rather than continuing towards a runway that is not visible.
Can GPS be used for all three KJFK VOR approaches?
Only the Runway 13L/R procedure explicitly includes GPS in its published title; that does not automatically make GPS the primary approach source for VOR Runway 04R or VOR Runway 31L.
When flying the 13L/R procedure by GPS, load the exact database procedure rather than creating a direct-to waypoint or runway. GPS guidance does not turn the offset approach into an autoland, and it does not remove the need to complete the charted visual alignment. For the other procedures, use the VOR source unless the applicable chart, equipment and operating rules expressly permit another method.
Why is a KJFK VOR approach missing or different in my simulator?
An outdated or mismatched navigation database is the usual reason a procedure name, fix or course differs from the chart.
- Old navigation data: FSX and older add-ons may contain legacy procedures, while a newer aircraft database may show revised names or fixes.
- Scenery and avionics mismatch: Installing new KJFK scenery normally changes the visual airport, not the FMC or GPS procedure database.
- Wrong approach category: Some avionics place conventional procedures under VOR, VOR/DME or a general approach list rather than alongside ILS and RNAV entries.
- Incorrect CDI source: The frequency may be tuned while the aircraft continues following a magenta FMS route.
- Offset Runway 13 depiction: Some units omit or simplify the visual segment after the instrument portion, so the displayed line may not curve onto the runway.
- Magnetic-model differences: Small course discrepancies can arise when the chart, simulator and avionics use different magnetic-variation data.
If the runway layout, procedure database and chart disagree, pause the approach and resolve the mismatch. Our KJFK runway and navigation-data briefing checks cover the wider airport-specific setup.