I was referring to GOULI's analysis summary, some of which you have already correctly commented on.
Referring to that drawing as an "...approach plate" perpetuates the myth that took the crew in to the trap. An approach plate is taken to mean a drawing and annotations that appears on a single page and contains every bit of information necessary to safely accomplish an approach to a landing area in instrument conditions. It describes a rule bound process to complete a thoroughly validated procedure to land in conditions of no or uncertain visibility down to DH or MAP. There is no page 2. You pull the page from your chart book, put it into the clip, and brief it and fly it. I have never done an approach briefing before the approach chart was in the yoke clip and on both sides. There was not a second page ever discussed in any briefing. Or is it displayed electronically? Whatever, if it is an approach plate, everything you need to know is on that one piece of paper.
GOULI makes a good point about not only the radar return, but the spot height on the drawing being obscured by the waypoint symbol. From that, we are assuming that this chart was on the PF's MFD. No paper chart. The report says this "approach" was selected in the FMS. Does that result in the chart coming onto the MFD, or both MFD's for the briefing? If it's all canned and activated after the letdown, then it automatically shows the waypoint symbol as the goto waypoint.
The letdown procedure was not flawed. It was completed a few miles from Blackrock. The flaw was in the belief that once completed, the hookup to BLKMO and on to Blacksod could be accomplished at 200 feet. The procedure was meant for a helicopter starting from the pad at Blackrock. It would have been easily adaptable to an IFR procedure with vertical guidance added. But it wasn't. It does seem to be the only option for an IFR approach to Blacksod, but this crew was in a VFR procedure.
The root cause of this accident may well be found to lie in CHC and how any document in the route guide comes into existence and placed in an aircraft where crews may rely on it, and how in Ireland, such a document does not require regulator approval. If it does, and was approved, then that becomes a root cause question.
It takes less than four hours to draw up a proper approach chart for Blacksod. The IAF is BKSDA, the PT is right at 2000, down to 1000, down to 200, set an MDA and a MAP by Blacksod, and lay out the missed. Check the sector clearances on the way in all the way to the edges, fly it, publish it.
This thread never happens.