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