OK, but you clearly misunderstood my original question as I was NOT talking about the actual procedure turn but the 360 degree turn that must be done prior to PT IF I were coming from the north and using the VOR as the IAF
Did you mean a 180-degree turn? If so, if you're arriving from the north and not receiving vectors to final, you have no choice but to turn around to the north, perform a course reversal, and cross the VOR a second time headed south.
(without actually checking the plate and visualizing the flight route you miss the whole point). BTW I fired my G1000 sim and checked what it did. It performed the 360 deg turn on the side of the holding pattern (not on the side of the PT) which makes perfect sense.
I'm not that familiar with the G1000 logic, but neither the 430/530 nor any other approach GPS with which I am familiar would give you a 360-degree turn at the VOR. They would all have you turn around and establish yourself outbound on the 342 radial, perform a course reversal, and then reestablish yourself inbound on the 342 radial before sending you down the final segment from the VOR (now as the FAF) to the MAP. Obviously, since a racetrack reversal on the barbed side is legal, if you could execute a 360 to the left while descending from whatever altitude at which you initially crossed the VOR (probably at least 6300) to cross it the second time at 4600, you could do that, but I suspect it might be a bit of a steep dive to do so (probably at least 850 ft/min), and for that reason, I wouldn't encourage it.
One thing it did not do - enter the holding pattern and simply complete the approach from that holding pattern, as Ron indicated above that could be a way ATC would direct me to do it,
That's not exactly what I said. I was speaking in general terms, and only discussing what happens when you're held at the FAF on the inbound segment course. I have no idea if ATC could issue a hold on the inbound segment at 4600 feet
on this particular approach, which is what it would take for you to skip the course reversal and second crossing of the FAF subsequent to receiving your approach clearance.
Where this becomes an issue is when you're held at the FAF on the inbound course, say, because they have already released someone departing that airport IFR and can't let you go past the FAF until they have that other aircraft in radar contact or otherwise assured separation. Then, when separation is assured, they'll clear you for the approach. If at that time they clear you for the approach, you cross the FAF once and only once again, as opposed to turning back into the FAF in the holding pattern, crossing it, and then going out for the PT to cross it a second time after receiving your approach clearance. Just remember that if you're not already established at the inbound crossing altitude (in this case, 4600), you are not "holding at the depicted altitude" and you will have to cross the VOR twice more, with a course reversal (of any type, including a short racetrack
on the barbed side, which means if you were held "as published" you'd have to turn
left instead of right when you hit the VOR for your altitude-losing racetrack) to lose the remaining altitude in between the two crossings.
