Empty,
I am using the Jeppesen Chart (11-1) dated 7 Nov 03. It has the statement in the plan view.
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........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 is possible to judge that the aircraft is not diverging from the requirement to parallel the inbound without an FMS...simply use the NDB and DME to orientate oneself. Remember also that drift increases as speed reduces. Thus the faster the airspeed used in the procedure, the less the aircraft will drift due to uncorrected or a not fully corrected crosswind component. (At 120 Kt one has 1 degree of drift for every 2Kt of crosswind......at 180Kt is is 1 degree for every 3Kt!.......quite a change if there is a 20 or 30Kt crosswind!)
DIPKA is a fix used in the arrival from KOK. That is all. It has no relevance in the racetrack procedure. In fact at the maximum speed of 160Kt, an aircraft would be abeam DIPKA in the inbound turn.
Overall I can't see a problem with the procedure. Perhaps with a strong easterly wind one could make hard work but a 60deg intercept should be no problem and since such an approach would end in a ciccle to land, the reduced height loss required makes it easier.
Regards,
DFC