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IFR Refresher
the criteria for a NoPT designation, but the FAA elected not to designate those routes, probably to reduce chart clutter. This makes the course reversal necessary for ar-rivals along these two routes, and demon-strates lack of uniformity in procedures. At some locations like this, the FAA designs “NoPT arrival sectors,” but Hermiston didn’t get this obviously preferred treat-ment. If nothing else, this serves to demon-strate that not all IAPs are created equal.
An aircraft arriving over PDT cannot proceed southwest on V-536 for the arc in-itial segment unless specifically cleared by ATC. This is because V-536 is an airway, not a feeder route or initial segment for this procedure.
DME not required, but_
Refer to the Ellensburg, WA VOR-A and en route chart (below). While this proce-dure doesn’t require DME, it’s a lot easier with it. The only way to get on the NoPT in-termediate segment is via the l0-DME arc. Otherwise, you must start the approach from the ELN VOR, and execute the proce-dure turn. The ELN VOR is both an initial approach fix for the course reversal, and the final approach fix. Unlike the previous
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When Are You..
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example at Hermiston, there’s no flexibility to establish a NoPT arrival sector at ELN, since this VOR is an IAF/FAF, rather than an IAF/intermediate fix.
According to the FAA chief counsel’s letter mentioned earlier, the DME arc can only be entered from either V-468 from the south, or from V-25 from the north. At this location, all airways that intersect the pub-lished arc meet TERPs criteria for estab-lishing the arc. In many foreign countries, the approving authority publishes all ap-proved methods for joining the arc, similar to the 042-and 055 radials shown on this procedure for arc step-down purposes. The FAA has been urged to update its criteria in this regard, but things move very slowly these days due to budget cuts and early re-tirements of many seasoned technical per-sonnel.

Potential problem
Refer to the Arcata-Eureka, CA ILS Runway 32 and en route chart (on right). This procedure shows how a mistake by the FAA can result in potentially a real problem at a non-radar location. Both charts show Yager Intersection on the localizer. A proper application of both TERPs and charting criteria would require a “NoPT’ route from Yager, since it’s an airway fix that meets NoPT requirements from the southeast.
Also, the approach chart should have a note prohibiting a Yager arrival from the northwest, since a turn from this direction at Yager exceeds the 120-degree turn limit mandated by TERPs (also, a lead radial is required for turns of 91-120 degrees). An arrival over FOT is expected to use the 050-radial feeder route, followed by the proce-dure turn. A DME-equipped aircraft arriv-ing from the southeast on the FOT R-136 would be expected to fly the 20-mile arc.
　
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