You must maintain 5000' while in the hold, unless there is a specific clearance (charted or by ATC) to descend in the hold. There is no charted descent below 5000' in the hold in this case. Therefore, further descent cannot be commenced until you are established on the ILS approach & cleared for that approach. To be established on the ILS you must be within 1/2 scale deflection on the normal localizer (not the expanded scale).
The dotted lines shown that relate to the STARs are irrelevant to the question. They are tracks to the D12 IPE position on the localizer & will have their own descent instructions to get you to 4000' by that point.
The D14 IPE position is solely to define the holding pattern outbound leg & is not a descent position, as seemingly incorrectly shown on the LIDO chart. There is no timing for the outbound leg of the pattern in this case.
The LIDO chart is interesting, in that the vertical profile doesn't show the holding pattern, as the other two do. And it has the approach commencing at 4000' rather than 5000' on the other two charts. It appears that the descent in the hold to 4000' as shown on the plan diagram is to link the hold with the approach. Perhaps they have permission from the approach designer for that descent. The descent steps on the STARs may give a better picture of the terrain & associated safe altitudes in that area, given that they take you to 4000' at D12 IPE for the commencement of the approach, as depicted on the AIP chart.
There has always been difficulty showing holding patterns on the vertical profile portion of the approach chart. The inbound leg, outbound leg, inbound turn & outbound turn are all shown as a single horizontal line. In this case, on the AIP chart, the outbound turn is shown as a horizontal line to the right of DERUX & the inbound turn as a horizontal line to the left of D14 IPE. You will notice that the descent commences at D14 IPE, tracking to the right. As these charts a drawn for the nil wind case (the pilot allows for wind on the day), the inbound turn will be complete at the same point that it started - approximately D14 IPE (allowing for slant range differences). Therefore, you would expect a descent commenced at the completion of the inbound turn to be shown at approximately D14 IPE, as it is. If the descent was to be commenced during the outbound turn, it would be depicted going to the left as far as the horizontal line does & then back to the right, as the inbound turn is wholly depicted by the horizontal line to the left of the D14 IPE point.
The Jepp chart depicts the descent commencing before D14 IPE, but the line is drawn to the right only, so descent could only arguably commence from a point in the inbound turn where the aircraft is moving back towards DERUX, which be at least half way around the turn.
A track reversal & altitude change during the turn on the vertical profile section of the chart is neatly depicted in the missed approach climbing turn shown on the AIP chart.
Last edited by Oakape; 18th Aug 2015 at 02:32.