Here’s a summary of the key changes:

• This change provides guidance when a controller does not require an aircraft to fly the hold-in-lieu-of procedure turn but requires the aircraft to fly the straight-in approach.
• Vectoring to a fix along the final approach course prior to the final approach fix (FAF) is permitted. Appropriately -equipped area navigation (RNAV) aircraft may be cleared to the intermediate fix (IF) on conventional and RNAV instrument approach procedures when the IF is identified with an “IF” on the instrument approach procedure. Procedures and graphics are provided for an aircraft on unpublished routes cleared direct to a fix between the IF and FAF.
• Guidance is provided for when an aircraft will fly a radius to fix (RF) leg, published on an RNAV approach.

The first item should eliminate confusion among many pilots when a approach chart shows a holding pattern in lieu of a procedure turn. Controllers will now explicitly clear aircraft “straight-in” when they don’t want the pilot to fly the holding pattern.

The second item will reduce radio chatter and make it easier for RNAV-equipped aircraft to fly efficient approaches. Pilots may want to review how they load approaches into GPS navigators to avoid what I call the

vectors-to-final scramble

.

The last item in the summary refers to RF legs, which at present are part of authorization-required

RNP approaches

that aren’t available to typical GA pilots.

As the descriptions note, these videos show typical aerobatic practice sessions, sequences of maneuvers designed to sharpen my skills and build G-tolerance the summer flying season approaches. Keen observers will note many flaws, but that’s why we practice.

You may also notice how important it is to look around–not just stare straight ahead–during most maneuvers. Checking the wingtips, looking back toward the tail, etc. all help you maintain orientation during maneuvers and fly more precisely. Learning where to look when is a key part of aerobatic training. In some videos, I adjusted the GoPro on my head to show a bit more of the instrument panel, although as I often explain, except for a couple of checks of the gauges at the beginning of and between maneuvers, flying aerobatics well depends on keeping your eyes outside the cockpit.

Here’s one video to get you started.

According to the new policy, which will added to future versions of the AIM, advisory circulars, and other documents, pilots with non-WAAS GPS navigators can now file an alternate airport that is served only by GPS-based instrument approaches, provided the original destination airport has ground-based procedures, or vice-versa.

Pilots flying WAAS-equipped aircraft with baro-VNAV capability (typically only business jets and airliners) can now use the LNAV/VNAV decision altitude for applicable alternate airport weather minimums.

Pilots without baro-aided LNAV/VNAV capability must still meet the requirements of 14 CFR § 91.169, which specifies alternate airport weather minima for non-precision approach procedures. In other words, at the estimated time of arrival at the alternate airport, the forecast weather at the alternate must call for a ceiling of at least 800 feet and visibility of at least 2 statute miles.

The new NOTAM, issued April 4, explains that:

The FAA [has] also studied the availability of GPS and Wide Area Augmentation System (WAAS) for GPS­ and WAAS-based instrument approaches at destination and alternate airports. As a result, the FAA has updated the policy and provided clarification to enable additional flexibility for users while maintaining safety in the National Airspace System (NAS).

Non-WAAS Users

For pilots who fly with IFR-approved GPS navigators without WAAS capabilities, the NOTAM explains that:

The current alternate airport planning policy allows users equipped with non-WAAS navigators…to plan for GPS-based instrument approach procedures (IAP) at their destination but not at their alternate airport.

The FAA has updated this policy to allow an option to flight plan for use of a GPS-based IAP at either the destination or the alternate airport, but not at both locations. At the alternate airport, pilots may plan for applicable alternate airport weather minimums using:

1. Lateral navigation (LNAV) or circling minimum descent altitude (MDA);

2. LNAV/vertical navigation (LNAV/VNAV) decision altitude (DA) if equipped with and using approved barometric vertical navigation (baro-VNAV);

3. RNP 0.3 DA on an RNAV (RNP) IAP if specifically authorized with approved baro-VNAV equipment.

…The FAA based this policy clarification on the facts that GPS-based lateral guidance is the same for LNAV, LNAV/VNAV and RNP 0.3 DA and approved barometric vertical navigation equipment does not rely on GPS information. Therefore, a loss of GPS vertical would not affect these WAAS users navigating vertically with baro-VNAV.

WAAS Users

The change in policy for WAAS users does not affect most pilots who fly light GA aircraft with IFR-approved WAAS navigators. According to the NOTAM:

The current alternate airport planning policy explicitly prohibits TSO-C145() and TSO-C146() equipped users (WAAS users) from planning to use WAAS vertical guidance at their alternate airport.

There are some WAAS integrations that use baro-VNAV for vertical guidance. WAAS users should consult their flight manuals for this information. This policy clarification allows properly trained and approved, as required, WAAS users equipped with and using approved baro-VNAV equipment to plan for applicable alternate airport weather minimums using:

1. LNAV/VNAV DA at an alternate airport.

2. RNP 0.3 DA on an RNAV (RNP) IAP at the alternate airport if specifically authorized.

The FAA based this policy clarification on the facts that GPS-based lateral guidance is the same for LNAV, LNAV/VNAV and RNP 0.3 DA and approved barometric vertical navigation equipment does not rely on GPS information. Therefore, a loss of GPS vertical would not affect these WAAS users navigating vertically with baro-VNAV.

This video shows a typical aerobatic intro flight, with an emphasis on stalls, spins, and unusual attitude recognition and recovery. The front-seat pilot is an experienced corporate jet pilot. As you’ll see, I introduce stalls, basic aerobatics such as aileron rolls and loops, and recoveries from incipient spins induced from yawing and slipping stalls. You can find additional videos about stalls, spins, and unusual attitude recoveries elsewhere on my YouTube channel.

According to people who work with an industry working group that the Federal Aviation Administration set up last year to study the use of portable electronics on planes, the agency hopes to announce by the end of this year that it will relax the rules for reading devices during takeoff and landing. The change would not include cellphones…

Last year, the agency announced that an industry working group would study the issue. The group, which first met in January, comprises people from various industries, including Amazon, the Consumer Electronics Association, Boeing, the Association of Flight Attendants, the Federal Communications Commission and aircraft makers. The group plans to introduce its findings by July 31.

Still, it may be useful to review the standard operating procedures at non-towered airports. Here are some free resources for pilots and flight instructors:

• AOPA Air Safety Institute: Operations at Non-Towered Airports (PDF)
• FAA Advisory Circular 90-66A – Recommended Standard Traffic Patterns for Aeronautical Operations at Airports without Operating Control Towers
• FAA Advisory Circular 90-42F-Traffic Advisory Practices at Airports without Operating Control Towers
• AOPA Air Safety Institute: Runway Safety Flash Cards (PDF)
• AOPA Air Safety Institute interactive course: Runway Safety
• AOPA Air Safety Institute interactive course: Say It Right: Mastering Radio Communication
• AOPA Safety Pilot column: Pattern Elan
• AOPA Safety Pilot column: Pattern Personalities
• AOPA Safety Pilot column: Stop, Look, and Listen
• AOPA Safety Pilot column: Collision at Quincy
• AIM 4-1-9. Traffic Advisory Practices at Airports Without Operating Control Towers
• AIM 2-1-9. Pilot Control of Airport Lighting
• AIM Section 3. Airport Marking Aids and Signs
• AIM 4 Section 2. Radio Communications Phraseology and Techniques
• AIM 4 Section 3. Airport Operations
• 4-1-5. Communications Release of IFR Aircraft Landing at an Airport Without an Operating Control Tower
• Chapter 2 — Takeoffs and Departures in the Instrument Procedures Handbook, especially the section “Departures from Airports without an Operating Control Tower.”
• Chapter 5 — Approaches in the Instrument Procedures Handbook, especially the section “Airports Without an Air Traffic Control Tower.”

And, finally, a clever video from AVweb, “A Sarcastic View of Pattern Flying.”

A new nonprecision WAAS approach, called Localizer Performance (LP) is being added in locations where the terrain or obstructions do not allow publication of vertically guided LPV procedures. This new approach takes advantage of the angular lateral guidance and smaller position errors provided by WAAS to provide a lateral only procedure similar to an ILS Localizer. LP procedures may provide lower minima than a LNAV procedure due to the narrower obstacle clearance surface.

NOTE–WAAS receivers certified prior to TSO C-145b and TSO C-146b, even if they have LPV capability, do not contain LP capability unless the receiver has been upgraded. Receivers capable of flying LP procedures must contain a statement in the Flight Manual Supplement or Approved Supplemental Flight Manual stating that the receiver has LP capability, as well as the capability for the other WAAS and GPS approach procedure types.

As noted above, you must have a WAAS-capable, IFR-approved GPS navigator to fly LP procedures. In addition, your unit must have the correct operating system software installed, and the supplement to your AFM must permit you to fly to LP minimums based on the equipment installed in your aircraft.

At present, there are 413 Localizer Performance (LP) approach procedures in the U.S. The map below is a bit out of date, but it gives you a general idea of where these procedures are located. You can find lists of approaches with LP minimums at this FAA website. The information is in Microsoft Excel worksheets that you can filter and sort.