VOR
114.7 PDT
f
.--.
-..

Obtain local altimeter setting on CTAF; if

MSA
unavailable, use Pendleton.
-j
c-$
-PDT VOR Apt. E/w
637’
“_.
,
I,

Restricted Area 5704
10
NM West of apt.
Restricted Area 5701

5.5 NM Southwest @f
apt.
45-43

than from the west on V-26/244 must tran-
REPRODUCED WITH PERMISSION 0
JEPPESEN SANDERSON, INC., 1995. ALLRIGHTS RESERVED.
sition via the HBU-Plato feeder route.

Any arrival from PDT (except for arrivals from Caban or Piano) isSome pilots arriving over HBU from the required to execute the course reversal, since none of the other air-north, east or south might be tempted to fly ways are NoPT feeder routes.
August 1995 6 IFR Refresher

a large turn to capture the localizer out-bound. Aircraft without DME must be es-pecially vigilant, or you could easily pass through the localizer, and, at 11,000 feet and 322 degrees, you’d be in the rocks in less than 10 miles.
Also, contrary to some opinions, you’re well advised to capture the localizer out-bound, rather than paralleling it outbound on the non-turning side. A pilot arriving from the north must be alert and plan to make the turn on the HBU-Plato feeder route, followed quickly by the turn to inter-cept the localizer outbound. A high-speed airplane should slow to 160-180 knots prior to HBU. Special attention must be paid to the complex MEA structure of airways in mountainous areas, such as Gunnison. If you’re cleared for the approach while still on an airway, ATC has no obligation to pro-vide you with an altitude since you’re on a published route. Carefully select the appli-cable minimum altitude for your position on the airway, with particular caution in se-lecting the correct MEA for your direction of flight. You should be on speed and mini-mum altitude when departing the en route structure on to either a feeder route or an in-itial approach segment, but not at the ex-pense of busting a minimum altitude.
DME required

Refer to the Hermiston, OR VOR/DME-A and en route chart (page 6). Arrivals from the southeast from either Caban or Piano are established on a NoPT initial approach segment, so the course reversal isn’t al-lowed (unless specifically authorized by ATC). An aircraft arriving from the south-west on V-536 is expected to fly the 7-DME arc initial approach segment, since this is a DME-required procedure.
If DME wasn’t required, and you didn’t have DME, it would be wise to advise ATC that you need to start the approach from PDT. This could save a lot of misunder-standing, especially since so many aircraft have DME, and the controller might predi-cate non-radar separation on the expecta-tion that the arc will be flown.
Any arrival from PDT (except for arri-vals from Caban or Piano) is required to execute the course reversal, since none of the other airways are NoPT feeder routes. The maximum course change permitted for a NoPT designation at an IAF like PDT is 90 degrees, but V-536 from the southwest exceeds this limit. The airways from the north on both the 005 and 029-radials meet
　
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