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DME req'd on ILS (not ILS-DME) approach?
Hi folks. I've got a bit of a puzzle here.
First off, I'm a student pilot, so maybe I haven't gotten to this yet. Take a look at the ILS 18 plate for Springdale, AR (ASG): http://myairplane.com/databases/appr...l/ASG_ir18.pdf First, note that the approach is "ILS RWY 18" --- Next, read in the notes section: Circling NA east of Rwy 18-36, inoperative table does not apply. DME from RZC VORTAC Simultaneous reception of I-ASG and RZC DME required. --- So, the way I read this, DME is not required, since the approach is ILS not ILS DME, but it is required since "simultaneous reception ... is required." I guess my real question is, "Is this approach authorized for an aircraft without DME? And if not, why don't they call it ILS-DME?" but read on for my thinking... Looking at the chart, here are the uses of DME that I see: 1. DME arcs to intercept the localizer 2. A 3.8 DME non-precision MAP (my Jepp plate shows a non-precision decent with DME 3.8 as the MAP) 3. WESTY intersection, 18 DME out, which can also be identified by a cross-radial from the DAK VOR. Now, this is how I reason (i.e. rationalize. my way out of these: 1. I tune the RZC VORTAC and fly the DME ARC, but once I turn to intercept the localizer, I no longer care about the ARC, so I don't need DME anymore. 2. DME would be helpful here, and simultaneous reception would be required, but I could also time from the FAF to identify the MAP. 3. I can swap VOR receivers once safely established on missed approach, so I shouldn't need this for the inbound part of the approach. To my thinking, #2 is the shakiest logic. Still, if DME is required, why don't they just call it an ILS-DME approach? -- Don Faulkner, KB5WPM | (This space | "All that is gold does not glitter." unintentionally | "Not all those who wander are lost." left blank) | -- J.R.R. Tolkien |
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