When Are You A Non-Radar Arrival?(2)

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Only the pilot can determine
There are two fundamental principles of non-radar terminal operations: the pilot and the controller are cooperative partners for the purpose of ensuring separation be-tween IFR aircraft, but only the pilot can determine the procedural requirements of an IAP Second, when there's the slightest question that a particular method of transi-tion could compromise separation, the pi-lot is duty-bound to apprise the controller of the proposed course of action. The fol-lowing examples demonstrate some of the requirements and complexities of non-ra-dar transitions.

Mandatory course reversal
Refer to the Gunnison, CO ILS Runway 6 and en route chart (page 5). This proce-dure has two IAFs: Meyrs (20 DME west of HBU VOR) and Plato (on the localizer). Plato is also the FAF, which makes it an IAF/FAF dual fix. When a fix is both an IAF and FAF, there is always a published course reversal, and the fix must be treated as an IAF when first overflown, unless you’ve flown to it via a “NoPT’ route. Also, the course reversal is mandatory, un-less you reach the fix via a NoPT segment. Since Meyrs requires DME, the NoPT tran-sition from the west via V-26/244 is only available to DME-equipped aircraft. The only other way to transition to this ap-proach is from the HBU VOR to Plato via a short feeder route (322 degrees, 3.4 miles at 11,000 feet).
An aircraft arriving from any route other

out the 261-radial to Keezr, then make a
right turn for a straight-in. Not only is this
route not a published feeder route, it
doesn’t lead to an appropriate IAF. Further,
ATC would likely get upset, since proceed-
ing out the 261-radial would be operating
westbound on V-26/244 without a route
clearance.

What you’re cleared to do
Here are two more important principles:
An approach clearance only includes feeder routes and initial approach segments appropriate to the previous route clearance. It does not include airways beyond the last
route clearance. A bsent any ATC clearance to the contrary, the approach should begin from the first feeder route or IA F encoun-tered, and for which the aircraft is equipped to use. For example, a pilot arriving from the east could ask to proceed out V-26/244 to Keezr, and ATC might approve the re-quest, based on a lack of other IFR traffic. Although that would satisfy traffic separa-tion requirements, it still wouldn’t be in compliance with the requirements of the
approach procedure.
The HBU-Plato feeder route is tricky, due to its short length (3.4 nm), followed by
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