VOR-DME wrote:

For what it is worth, I am instrument rated, and current, and I am with Sam
on this one. You are indeed expected to know what your ground speed is on
final, within a reasonable margin of error, and the timing table (or your
own time/speed calculation) is the correct way to determine the MAP. There
are plenty of LOC approaches without DME, and not that many that actually
require it. The minimums applied here, along with the penalties for no
local altimeter etc are plenty conservative to make this a safe LOC
approach without DME. It could simply be a charting mistake.

If they really meant for DME to be required it would likely be in the name;
ILS or LOC/DME RWY 9.

No, that is not correct. Several years ago the naming convention was
changed to include DME in the title only when it is required for the
final approach segment. If it is required for the intermediate segment,
or all of initial approach segments (if there is more than one) or the
missed approach segment, it will be a note.

In the case of the procedure that started this thread, DME is required
for the missed approach holding fix, because the crossing radial does
not pass flight inspection below 6,000. The crossing radial should not
be shown in that case, but the procedures staff keeps it on there hoping
that maintenance will eventually get it fixed so they remove the DME
note. Yes, convoluted and confusing.