Quick related question.
In the example given is there a published hold at the fix where the aircraft could loose the height?
If there is a hold then the mater is further complicated by having the further possible option depending on the pilot and terrain of;
Enter the hold at the last cleared level and descend in the hold.
Also, is the aircraft already on the centerline or is it going to intercept at the fix.
As for my position (As a pilot)
a) Unless published as otherwise, the glideslope is only useable within 10nm from the runway. At 6000ft, and a MSL airfield the 3deg slope is intercepted at about 18nm.......well beyond the useable range of the glideslope.
Thus, while being "cleared to make the approach" I will request clearance to leave 6000 before I do.
I will plan to make this descent at an appropriate time so that I can firstly remain terrain safe and secondly if possible reach the fix altitude without having to go round the hold. (Ideally at about 300ft/nm).
Other factors could be staying a little high initially to avoid terrain turbulence or some low cumulus.
So basically, I will not descend without checking.............but the time at which I check (request) can vary from day to day and flight to flight so.....I would not expect such a clearance from ATC if they had traffic below which prevented the commencement of descent when asked (atleast 1000ft to get things started).
Regards,
DFC