B737-800
Situational Awareness; Confusion; Workload
Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy
Air Traffic Control Issued New Clearance; Flight Crew Became Reoriented; Flight Crew Returned To Clearance
Chart Or Publication; Procedure
This was the last flight of the night. We had a short overnight the previous night after a very; very late; long flight.ATC clears us the NORDK3 Arrival into SLC; expect 16L. We were instructed to descend to 9000' MSL around WEBER. We continued to fly heading 161 instead of intercepting the 16L Localizer.  ATC queried us about intercepting it and we responded with; 'Do you want us to intercept 16L Localizer?'  ATC pointed out that the published arrival directs us to intercept the 16L Localizer.The arrival and transition published instructions are confusing. We both missed the fact that there are two ball notes on the page with the same letter.  The SKEES3 Arrival has the same issue.  Also; the ball notes on the page are out of sequence that led us to believe the C note was the second to last D note.  The ball notes are listed on the page as C; then A; then B; then D[1] and then D[2].  It was dark and late which led to our bias. Another fact is that the other three ball notes (A; B; and C) are in their own special boxes; while D is relegated to the bottom.  There is quite a bit of information squeezed onto one page. Why not publish this on a 2-page spread?  As a Crew; we failed to review and fly the approach correctly.  However; I would recommend that SLC adopt DEN's procedures with regard to their transitions from Arrival to Approach (including the use of 2-page depictions).
An Air Carrier crew flying the SLC NORDK3 RNAV arrival had a track deviation because of confusion about the two D Ball Notes with separate instructions to either Runway 16L or Ruways 16R; 17. The SKEES3 Arrival caused the same confusion.