Instrument Approaches and procedure turns....

"Cecil E. Chapman" wrote
Anyway (I'm sorry, in advance, if I'm am asking something that should be
obvious)

It should be but you're a student so it's OK

I'm looking at the LOC Rwy 2 approach to Watsonville Municipal
(California). There is a procedure turn that sits just before the
'entrance' into the localizer. How does one identify where it actually is
(the beginning of the procedure turn, that is)? Does one simply fly up the
localizer and when the localizer signal is lost THAT is where the location
of the procedure turn sits?

Well, assuming you arrived at the IAF (NALLS intersection) along one
of the charted feeder routes (from SANTY intersection or SNS VOR) you
turn outbound (South) on the localizer, fly a minute or so (longer if
you have a headwind), and then do the procedure turn. The only
requirement is that you complete the course reversal (in whatever way
seems best to you and keeps you inside the protected area) and get
established inbound before crossing NALLS.

Now for the real question - why in the world is DME required for this
approach?

Michael

Michael wrote:
"Cecil E. Chapman" wrote

Anyway (I'm sorry, in advance, if I'm am asking something that should be
obvious)


It should be but you're a student so it's OK


I'm looking at the LOC Rwy 2 approach to Watsonville Municipal
(California). There is a procedure turn that sits just before the
'entrance' into the localizer. How does one identify where it actually is
(the beginning of the procedure turn, that is)? Does one simply fly up the
localizer and when the localizer signal is lost THAT is where the location
of the procedure turn sits?


Well, assuming you arrived at the IAF (NALLS intersection) along one
of the charted feeder routes (from SANTY intersection or SNS VOR) you
turn outbound (South) on the localizer, fly a minute or so (longer if
you have a headwind), and then do the procedure turn. The only
requirement is that you complete the course reversal (in whatever way
seems best to you and keeps you inside the protected area) and get
established inbound before crossing NALLS.

Now for the real question - why in the world is DME required for this
approach?

Michael

The July IFR magazine has an article featuring that approach. The
IFR staff couldn't figure out why DME was required so they called
the FAA. They didn't know either, and said they will fix the chart.

Tom Pappano, PP-ASEL-IA

The July IFR magazine has an article featuring that approach. The
IFR staff couldn't figure out why DME was required so they called
the FAA. They didn't know either, and said they will fix the chart.

Tom Pappano, PP-ASEL-IA

Nor could I,,,, thanks for the clarification!!!!

--
--
Good Flights!

Cecil E. Chapman, Jr.
PP-ASEL

"We who fly do so for the love of flying.
We are alive in the air with this miracle
that lies in our hands and beneath our feet"

- Cecil Day Lewis-

My personal adventures as a student pilot
and after my PPL: www.bayareapilot.com

(Michael) writes:

Now for the real question - why in the world is DME required for this
approach?

To positively identify NALLS. You get false LOC lobes coming from
the south.

-jav

"Javier Henderson" wrote in message ...
(Michael) writes:

Now for the real question - why in the world is DME required for this
approach?

To positively identify NALLS. You get false LOC lobes coming from
the south.

Then isn't NALLS is charted wrong.

Ron Natalie wrote:

"Javier Henderson" wrote

(Michael) writes:
Now for the real question - why in the world is DME required for this
approach?

To positively identify NALLS. You get false LOC lobes coming from
the south.


Then isn't NALLS is charted wrong.

Must be a case of PWI (posting while intoxicated

Perhaps you meant: 'Then NALLS is charted wrong.' If this is in fact what you
meant, how *should* NALLS be charted?