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Terminal procedures chart update highlights PBN requirements

A newly issued FAA charting notice advises pilots that the U.S. Terminal Procedures Publication and the digital-Terminal Procedures Publication have begun to display performance-based navigation (PBN) requirements and conventional-equipment requirements in separate standardized note boxes.

https://www.aopa.org/advocacy/advocacy- ... system-was

https://www.aopa.org/advocacy/airports- ... procedures

IFR drivers working with the KEVV TRACON controllers...

As a frequent safety pilot I've seen a number of instances where local controllers will vector you onto a the practice approach course INSIDE of the two or three possible IAF's and before the FAF.

While I do appreciate the sense of urgency and consideration by the controllers, keep in mind a number of technical issues this presents.

First, understand your navigators response to an intercept described above. For the Garmin's, this would mean activating the leg between the FAF and the IAF. If your using an A/P, a heading intercept of more than 30 degrees or activating the approach (having loaded but not activated) within 1.2 to 2 nm (depending upon unit), you may not be coupled nor auto-switched (frequencies).

And if you're on an LPV (WAAS), the flight director and/or HITS display may still indicate you have not reached the vertical guidance TOD.

In any event understand that the annunciator and armed flags are paramount to understanding what the navigator, coupled autopilot and/or flight director will command next. That said, during a very busy interecpt you MUST ALWAYS be ready to shut the A/P off and hand fly the approach.

Finally, you may ALWAYS ask to navigate to the IAF of your choosing or fly the course reversal beginning at the IAF.