The prohibition against relying on a GPS approach at your alternate has changed, provided you, your airplane, and your destination meet a few requirements. The IFR world changed for us in April of 2013 when the FAA issued a Policy Statement announcing the change. The Aeronautical Information Manual now reflects this new philosophy.
What follows comes from the references shown below.
[Aeronautical Information Manual] ¶1-1-19.g.] Any required alternate airport must have an approved instrument approach procedure other than GPS that is anticipated to be operational and available at the estimated time of arrival, and which the aircraft is equipped to fly.
[Instrument Procedures Handbook, pg. 2-11] Not all airports can be used as alternate airports. An airport may not be qualified for alternate use if the airport NAVAID is unmonitored, is Global Positioning System (GPS) based, or if it does not have weather reporting capabilities. For an airport to be used as an alternate, the forecast weather at that airport must meet certain qualifications at the estimated time of arrival. Standard alternate minimums for a precision approach are a 600-foot ceiling and 2 SM visibility. For a non-precision approach, the minimums are an 800-foot ceiling and 2 SM visibility. Standard alternate minimums apply unless higher alternate minimums are listed for an airport.
[Aeronautical Information Manual, §1-1-17, ¶b.2.(5)]
(c) For flight planning purposes, TSO-C129() and TSO-C196()−equipped users (GPS users) whose navigation systems have fault detection and exclusion (FDE) capability, who perform a preflight RAIM prediction for the approach integrity at the airport where the RNAV (GPS) approach will be flown, and have proper knowledge and any required training and/or approval to conduct a GPS-based IAP, may file based on 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:
(1) Lateral navigation (LNAV) or circling minimum descent altitude (MDA);
(2) LNAV/vertical navigation (LNAV/ VNAV) DA, if equipped with and using approved barometric vertical navigation (baro-VNAV) equipment;
(3) RNP 0.3 DA on an RNAV (RNP) IAP, if they are specifically authorized users using approved baro-VNAV equipment and the pilot has verified required navigation performance (RNP) availability through an approved prediction program.
(d) If the above conditions cannot be met, any required alternate airport must have an approved instrument approach procedure other than GPS−based that is anticipated to be operational and available at the estimated time of arrival, and which the aircraft is equipped to fly.
FAA Alternate Airport Flight Planning Using GPS and WAAS Policy Statement, Effective 4/04/13 to 5/01/13
FAA-H-8261-1, Instrument Procedures Handbook, U.S. Department of Transportation, Flight Standards Branch, 2004