You can view the Jeppesen approach at this site:
This approach began over the CH
VOR, or the CC
NDB (same location). The trick to flying this approach was to offset slightly to the left on the localizer course of 088 (1 to 1 1/2 dot) which would allow a longer final to sort out strong crosswinds, which were prevalent. Unfortunately, poor visibility played a factor as well, especially during early morning arrivals with the sun rising in the direction of flight. Offsets in this manner did not help in low visibility conditions.
The approach states that after the Missed Approach Point (MAP), 2.2 on the localizer or the MM
, the pilot is to fly a 'visual right turn to rwy.' This meant that the either the checkerboard, the arcing lead-in lights, or the runway should be in sight to descend further while making the 48 degree turn to the runway. Many times the Captain would have to trust the FO's eyesight until halfway through the turn when the Captain could see the runway.
The glideslope provided descent guidance, but with a warning that continuing on the flight path after the Middle Marker (MM) would 'not provide terrain clearance.' The distance from the MAP to the displaced runway threshold was 1.6 miles. A normal glidepath at this distance would put the aircraft at 480 feet. If the pilot stayed at 680 feet until the MAP, then the aircraft would be 200 feet high at this point. Therefore, the pilot had to be 'visual' at some point prior to the MAP to continue descent to make a 'normal' landing (true of most non-precision approaches). The displaced threshold caused quite a few aircraft to go low on final, nearly dragging the gear into the tower and terminal buildings, until they realized the 1148 foot displacement. There have been many abnormal landings there due to all these factors.
The LDA Rwy 26 Approach in Honolulu is very similar, but crosswinds and low ceilings make this sporty, not the sun or the visibility.