According to my reading of PANS-OPS (3.3.2.2), I can join a racetrack procedure as a sector 1 parallel entry.
But...
3.3.3.4 ... If a further descent is
specified after the inbound turn, this descent shall not be
started until established on the inbound track ("established"
is considered as being within half full scale deflection for
the ILS and VOR or within 5 deg of the required bearing for
the NDB)
The timing specified on some French procedures seems to make it mighty difficult to do that from a parallel entry when there's a FAF or FAP outside the facility.
For example:
Agen L/DME 29 At 120 kt I cross the AG NDB (3.5d from the AG DME) at 2500 ft and proceed outbound on 114 for 1 min 30 s. I then, at about 6.5d, make a right turn to intercept the I'll end up 294 inbound to AG. I'm expecting to be turning through 294 (180 degrees into the turn), still the diameter of a rate 1 turn off the inbound track, at about 6.5d. But the FAF, at which I should leave 2500 ft is at 6.5d!
Another:
Albi L 09 At 120 kt I cross the AB at 2200 and proceed outbound on 271 for 1 min 30 s. I then make a left turn back to intercept the 091 to the AB. With a 30 degree intercept, I'll get established about a mile outside the AB, which I'm then expected to cross at 1250 ft. (I do have 1.6 miles after the AB if necessary before the MAPT to get down to the MDA which is 1250 anyway.)
Amiens L 30 looks similarly difficult.
Calais ILS 24 was the one that first got my attention. It would seem that it would be very difficult to establish inbound before the glideslope intercept point at 6.1d.
Am I misinterpreting PANS-OPS's permissiveness with regard to parallel racetrack entries, misinterpeting its strictness in forbidding descent before established inbound, or are some IAPs almost impossible to fly?
