![There are a variety of great things to do once on the ground in Tucson, Arizona. [Credit: Tucson Airport Authority]](https://www.flyingmag.com/wp-content/uploads/sites/2/2026/02/FLY0226_2.3-Destinations-Tucson.jpeg)
Headed to Tucson, Arizona, for some warmer winter weather? To see nearby national parks or even to visit the Pima Air & Space Museum? If you fly in yourself, you might just use the VOR or TACAN RWY 12 for an approach.
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A) What’s a TACAN?
The title of the approach is a VOR or TACAN (Tactical Air Navigation), and that causes some questions for some pilots. The VOR signal is what most pilots will use, but military aircraft with TACAN equipment can also use this approach. A TACAN approach is a nonprecision instrument approach used primarily in the military, allowing navigation and descent guidance using only a single TACAN station (UHF military VOR/DME).
B) Radar Required for Entry (Maybe)
While a pilot could establish onto this approach using the VOR and flying outbound to the LIPTE waypoint and executing a course reversal, a note also indicates they could start at the TACUB waypoint if radar service were being provided. The pilot would be vectored to this point and then follow the inbound course of 123 degrees. A pilot might also be offered the ability to navigate to this point when using an IFR capable GPS. But if this approach was being flown just using traditional VOR services, radar would be required to start from the TACUB IAF.
C) Lots of Stepdowns
Starting at LIPTE at a minimum of 7,000 feet msl, a pilot will follow a number of stepdowns as designated by DME distances from the VOR. By WASON (12.8 DME) they should descend to 5,700 feet msl, 5,200 by CALLS (10.5 DME), 4,600 by POCIB (8.6 DME), 3,540 at LEBRE (5.2 DME), and finally to the appropriate MDA whether they expect to land straight-in or circle (3,020 feet msl or the higher circling minimum depending on approach speed).
D) DME for the Missed, Not at Zero
The missed approach point at the runway is 2.4 DME. A pilot should pay attention that the VOR is not located on the approach end of the field, as they will not count down to zero where they would execute a missed approach.
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E) Climb Then Turn Right on the Missed
A pilot going missed will first climb to 4,000 feet msl before they start a right turn to execute the missed approach.
F) Missed Not Directly to Point
The missed isn’t directly to the MADSS waypoint on this procedure. After the initial climb, the pilot would turn right to a 300-degree heading where they are to intercept the 270-degree radial and then follow that to the MADSS waypoint at 6,000 feet msl at 12.8 DME from the TUS VOR, where they would enter the hold.
G) VDP at 3.5 DME
A VDP is depicted at 3.5 DME at a Visual Descent Point (VDP), a defined point on a nonprecision approach where a normal descent from the MDA to the runway threshold will begin if the runway environment is in sight. Flying past the VDP without visual contact usually means you’ll be too high for a stabilized landing, so it prompts a timely go-around decision.
This column first appeared in the February Issue 967 of the FLYING print edition.
