What VOR and navigation aids are available at KLAX?

At Los Angeles International Airport (KLAX), the main conventional aid is the Los Angeles VORTAC, identifier LAX, on 113.60 MHz, providing VOR azimuth and DME distance. KLAX also uses runway-specific ILS/localizers, RNAV (GPS) procedures, approach-light systems and visual glide-slope aids; nearby VORs support terminal routing.

Within our Aviation & Real-World Flying coverage, we distinguish aids physically at KLAX from regional stations merely used by a route or procedure. The charted procedure, applicable notices and aircraft equipment determine which aid a pilot should use.

Which VOR serves KLAX?

The Los Angeles VORTAC, identified as LAX, is the principal VOR serving the airport. Tune 113.60 MHz on a navigation receiver and confirm the transmitted identifier before using its radials or DME.

A VORTAC combines civilian VOR guidance with military TACAN. Civil aircraft normally use its VOR azimuth and DME distance; a standard civil VOR receiver does not receive TACAN azimuth. Our explanation of how VOR, DME and NDB equipment differ covers what each cockpit receiver can display.

The LAX VORTAC is not an ILS. It can define radials, intersections and distance fixes, but it does not provide a runway localizer or glide slope.

Which nearby VOR stations are used around Los Angeles?

Several regional VOR/DME and VORTAC stations can support Los Angeles terminal routes when specifically shown on the chart. These established assignments are useful for identification, but station status and procedural use must be checked against the chart and notices in force.

This is not an exhaustive list of every station in Southern California. Modern arrivals and departures rely heavily on RNAV fixes, and a five-letter fix is normally a geographic coordinate rather than a transmitter.

What other navigation aids does KLAX have?

KLAX combines conventional radio aids with satellite navigation and runway-specific visual systems.

• ILS and localizer: Published approaches provide lateral localizer guidance and, for a full ILS, vertical glide-slope guidance. Each localizer belongs to a particular runway; 113.60 MHz is the LAX VORTAC frequency, not a generic airport ILS frequency.
• DME: Distance information is available from the LAX VORTAC and from procedure-specific facilities where charted. Not every aircraft with a VOR receiver has a separate DME display.
• RNAV (GPS): Area-navigation procedures use database waypoints rather than requiring the aircraft to fly directly between physical VOR stations. The aircraft database must contain the intended procedure and fixes.
• Visual aids: Runway-specific approach-light systems and visual glide-slope indicators assist during the final approach. Their availability and configuration are shown on airport and approach charts.

KLAX procedures do not centre on an on-airport NDB. A named waypoint, final-approach fix or intersection should not be entered into an ADF unless the procedure explicitly identifies it as an NDB.

ATIS, approach, tower and ground channels are communications rather than navigation aids. Their separate roles and published assignments are covered in our KLAX ATC and ATIS frequency reference.

Which KLAX navigation aid should you use?

Choose the aid named by the clearance and procedure rather than the one geographically closest to the airport.

Parallel runways make correct identification especially important at Los Angeles. A localizer for the neighbouring runway can produce believable indications while guiding the aircraft towards the wrong centreline. Our KLAX runway and simulator operations overview explains the airport’s runway layout and usual traffic flows.

Why does a KLAX navaid not work in a flight simulator?

The usual causes are a mismatched navigation database, the wrong receiver mode or selection of the wrong parallel-runway facility.

1. Confirm the facility. Check the identifier, frequency, runway and published course. Do not substitute the LAX VORTAC frequency for a runway localizer.
2. Match the data. A simulator’s built-in navigation database may not match a newer chart. Installing airport scenery does not necessarily update radio-navigation data or FMS procedures.
3. Select the correct source. Use VLOC or NAV mode for raw VOR and localizer guidance; use GPS/FMS mode for an RNAV procedure. Loading an approach does not guarantee that every aircraft will switch sources automatically.
4. Listen for the identifier. No ident can indicate the wrong frequency, insufficient reception, a simulated failure or an unavailable facility. Do not rely solely on a displayed station name.
5. Intercept within coverage. VOR reception is largely line-of-sight, while localizers transmit a directional course. Approaching from the wrong side or at an excessive intercept angle can produce confusing indications.

A basic CDI, HSI and glass cockpit can handle the same signal differently, particularly when switching between GPS and radio guidance. The practical controls are covered in our guide to tuning, identifying and using NAV1 and NAV2.

Also avoid comparing a published VOR radial directly with a GPS direct-to bearing and assuming they must be identical. VOR radials use the station’s charted magnetic orientation, while GPS displays may use a different magnetic model or data cycle.