August 22 Update to the Aeronautical Information Manual
August 2, 2013 1 Comment
The FAA has released Change 3 to the Aeronautical Information Manual, effective 22 August 2013. You can download the PDF of the update here. It will be incorporated into the complete AIM later this month.
Here’s a quick review of two of the significant changes that affect typical general-aviation pilots who fly IFR:
- 1−1−18. Global Positioning System (GPS)
- 5−4−6. Approach Clearance
1−1−18. Global Positioning System (GPS)
The change to paragraph (g) expands options for pilots with non-WAAS, IFR-approved GPS equipment. If you must file an alternate (based on the requirements of § 91.167—Fuel requirements for flight in IFR conditions), you can now choose an alternate airport served only by RNAV (GPS) approaches if your destination has procedures predicated on ground-based navaids (e.g., ILS, LOC, VOR, or NDB). If your destination has only RNAV (GPS) approaches, then your alternate must have a ground-based approach procedure.
In addition, you must plan for applicable alternate airport using the LNAV or circling MDA; you can’t expect to use the DA(s) specified by any RNAV (GPS) approaches with vertical guidance (i.e., LPV or LNAV/VNAV minimums). In other words, for planning purposes, you must assume that the approaches at the alternate airport offer only non-precision minimums. There is an exception to this restriction for aircraft with baro-aided approach systems, but those are rare in typical light GA aircraft.
5−4−6. Approach Clearance
Paragraph (e) of this section explains that ATC can now clear RNAV-equipped aircraft direct to an IF or to fix between the IF and the FAF. If you file an RNAV equipment suffix in your flight plan (e.g., /G), you can expect such clearances when flying both conventional (ground-based) and RNAV (GPS) procedures.
The details of the new procedure are in the updated section of the AIM. Basically, the controller must advise you at least five miles from the IF or other fix that you can expect a clearance direct to the fix instead of vectors to final. The controller also must clear you “straight-in” if you are cleared to a fix and the controller does not want you to fly a charted hold-in-lieu of a procedure turn or other course reversal.
Max Trescott has also addressed this issue at his blog, here.
This change also makes it clear that you shouldn’t use the vectors-to-final option when loading approaches (either RNAV or conventional approaches). For more information about the vectors-to-final trap, see Avoiding the Vectors-to-Final Scramble here at my blog.
Specially, the new notes to this section explain that:
1. In anticipation of a clearance by ATC to any fix published on an instrument approach procedure, pilots of RNAV aircraft are advised to select an appropriate IAF or feeder fix when loading an instrument approach procedure into the RNAV system.
2. Selection of “Vectors-to-Final” or “Vectors” option for an instrument approach may prevent approach fixes located outside of the FAF from being loaded into an RNAV system. Therefore, the selection of these options is discouraged due to increased workload for pilots to reprogram the navigation system.