Hi DFC,
Sorry, have looked at the LFAC ILS 24 again, and not able to find the note on "IAS below 130Kt: Entry into racetrack only via holding", but then again, my french is not the best
And had absolutely no intention of advocating procedures not approved by ATC. Indeed, the first paragraph in my last post should indicate that I only advocate the exact opposite.
I agree with you on rushing approaches - it has no place in commercial air traffic. All the more reason to design procedures that do not tempt pilots to rush the approach. A simple STAR over 3 or 4 waypoints should be able to get the aircraft to DIPKA on a more or less square downwind/base arrangement.
As for tracking the 063 QDR - well, without an FMC or other duplicate NAV, I would strongly recommend that pilots use track guidance where available. Looking at the design of racetrack primary obstacle clarance areas, it is clear where the margin is, and it is
not on the side of the racetrack facing away from the turn. So even though Doc 8168 clearly shows that you should indeed parallel, not track, I would suggest that prudence dictates using the track guidance available, especially since WCA might be an unknown factor. A 1:30 timing will not get you into serious trouble, but a 3:00 timing when doing speeds at the upper end of the allowable range? Again, asset managemant & risk reduction strategies would indicate that using the available track guidance (i.e. tracking QDR 063) is the safer option. It does not give you the same turn advantage, but then again - never rush the approach, so if 1 more turn is required, so be it!
Regarding weather you - with ATC permission - could extend to DIPKA - well, it's not a parallel entry the way Doc 8168 describes it - but from a practical point of wiev, it will offer you the exact same benefits as a parallel entry, only with room to shoot the approach the first time, saving you some hundred kg. of fuel
Best regards from
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