Meeting the criteria and flyability have only so much to do with ATC operations.
While the ac may perform just fine, the procedure in itself is worthless if ATC cannot manage it.
As an example, the 737-800 in the US is a CAT C ac, with FAS of 140kts. According to the criteria, the entire final approach segment must be flown at a max speed of 140 kts. If there is a turn to final, the max speed of that turn is 140 kts.
With a 5 to 7 mile final approach segment, how often do you see a 737 anything, at 140 kts 5 nm out? Add a turn, and you have the 737 or CAT C ac at 140 kts for 10 nm out.
Allegedly, these aircraft are all on idle descent, so the 320, 734, 738, 744, and others, are all happily gliding down on a 3 degree glidepath, and ATC is supposed to keep them all properly separated, and somehow try to optimize the spacings and queue?
The reality is that if the criteria pumps out procedures that ATC, with current tool sets, cannot manage, then the procedures are rubbish...