Flown VOR 13L hundreds of times. Great approach in visual conditions. Typical breezes out of the SE in the summer and it's the primary setup for JFK ops during the summer. Flying it in IMC conditions is actually fairly rare. Almost went around once (12 yrs based out of JFK) so it's not the monster folks make it out to be.
Switching runway's at LGA, EWR and JFK can impact operations at the other airports so ATC tries to stick with whatever works best for *all* airports traffic flow.
VFR conditions - ASALT @ 250 kts/3000' = CRI at roughly 210 kts/1500'. Idle with very slight descent rate 100-200' FPM while deaccelerating will get you to the 1000' VDP with final flaps set. That's for VFR when ATC wants your best speed.
If it's VFR don't *uck up the pattern and reach CRI at Vref with full flaps. Guys that beat you to death with "it's an instrument approach, FAF at Vref and full flaps" are a nightmare. It's VFR with VOR guidance to a VISUAL the vast majority of the time.
If it's IFR you want to be configured by CRI. The MAP is only 2.6 miles and 700' below the CRI fix. It comes up quickly and you're trying to pick up lights that are a long way from the runway.
It can be uncomfortable if you havn't flown it before in poor vis. And the runway does tend to blend into the surrounding background making it tough to see, especially on hazy days.
The approach plate depicts the ground path - fairly straight to start of second lights then continous turn(15 degrees of bank? - IDK) to lineup. VASI on the right side is for glide slope just prior to and during the turn. Left VASI is for after lineup.
The Belt Parkway (highway) is slightly left of the lead-in lights. From CRI to on the 041 radial it's a fairly straight segment. You should be aimed at the south side of the horse track at your 11:30 position and towards the second set of lead-in lights. From the second set of lights it's a fairly constant bank that often requires an increase in bank angle at lineup to correct for typical southerly overshooting wind.
You only need one set of lights in sight to continue.
VFR - gradual descent from CRI (100-200' FPM)
IFR - You're 300' below typical descent path at the MAP so you need to fly level for about a mile to achieve typical descent path.
Taxiing out to depart on 13R watch different techniques that guys use. IMO it's just a long curving final to reach the 1000'/3.3 mile fix in landing configuration. Some folks feel the need to cross CRI in landing configuration on VFR days. 300' below typical g/s path, fully configured, 6 miles from touchdown. Then they dive to 800', and pour the power to it to get around the corner(1+ miles level at 800' fully configured), then transition to a normal descent path. Lots of work, lots of effort, lots of noise. Yeah, it's a monster if you make it one...
And then other guys right ahead of, or behind, that flight make it look very, very, very simple. Choose accordingly.