While it shouldn't be necessary for a pilot to be a procedures designer, an awareness of the segments of an approach sometimes helps answer questions about IFR navigation --e.g., when is it OK to fly straight-in, when is it necessary to fly a course reversal pattern, etc.
Isn't this taught anymore?
The problems raised in post #1 are very familiar at 'regional' (and some international airports) in Canada and do require some serious thought to operate non-RNAV.
BOAC, U mean somethings like these: (Note: Examples NOT from Canada)
http://www.globalsim.web.id/publicse...F_examples.pdf OK... here are some (old) examples with MSAs higher than the IAF/IF altitudes... btw, the MORAs in this case are much higher...
WAPP 04
How does one find AUDRI? It's not on an airway... Hit AUDRI at 4100 and MSA is 5200... The STARs end at PMA or an NDB next to PMA at 6000.
In this case I really wouldn't try and hit IF immediately at 1650... Even coming from the SE...
WAJJ 30
On this one, how does one go to the IF @JIPOS from the north? And the IF isn't on any airway.
The above two examples will cause problems if goes to the FMC and punches go direct IF on the FMC directly while in IMC and goes below the MSA "blindly"... However, area familiarity will give pilots the ability to go "direct" without unacceptable risks if done correctly (ie: read the risks on the plate!)
WIIJ 09
Coming form the west is easy enough, D8JOG and the IF is along W17... but coming in from the N or NW? In this case you have little choice due to the restricted airspace... follow the corridor to JOG, Go on 276 until D8 and then do a reversal or the appropriate holding entry and presto...
There are a few approaches that DO make me wonder how on earth did they design the procedure in the first place... (New Padang ILS33... don't have the chart handy)...
PK-KAR