Air carrier pilot reported the new procedures due to the permanent TFR over Mar-a-Lago have resulted in aggressive maneuvering at low levels being required for RNAV approaches to PBI.

Narrative

The FAA implemented new arrival and departure procedures to avoid a recently erected; permanent TFR over Mar A Lago. The airspace is restricted for a one-mile radius around Mar A Lago 24/7 whether the President is in residence or not. In reaction to this restriction; departures to the east and arrivals to the west are now required to maneuver to avoid the TFR. The departures to the east are expected to make an immediate turn to a 70-degree heading and are typically vectored back onto one of the SIDs to rejoin the flight plan route. Other than the threat of not managing the FMC and Mode Control Panel (on Aircraft X); the departures are not that unusual.The arrivals to the west are an entirely different matter. Two new RNAV approaches have been implemented to Runway 28R. Both follow an initial offset course of 249 from the initial approach fix to the runway. The X approach then adopts a visual flight path from 1 1/2 miles from the runway to the threshold and required rather aggressive maneuvering at low level to make a final turn to align with the runway. It is an extremely uncomfortable series of maneuvers and questionable from a stabilized approach perspective. The approach is not approved during IFR operations. And if the ceiling and/or visibility is anywhere close to the minimums; it would certainly not allow for a safe operation. The Y approach has a Radius-to-Fix (RF) leg to follow to the runway from the Final Approach Point (FAP) and are authorized for IFR approach operations; but still requires aggressive maneuvering at low levels to align with the runway. These concerns are magnified at night. Unlike DCA or LGA charted visual approaches; the runway end at PBI is embedded in a sea of other lights and very difficult to differentiate in the dark. Furthermore; the REIL for the south runway are operationally always blinking on high; which makes the landing runway very difficult to ascertain in a low level turn into a sea of lights. This is particularly problematic for pilots who aren't familiar with the PBI runway configuration; and could easily lead to airplane mistaking the much shorter runway for the north runway and either becoming unstable or in the worst case; landing on a completely unusable runway; in our operation.So I believe we need a critical analysis of the PBI operation during west operations. And press the case that the straight in RNAV and ILS approaches are being neglected in favor of a potentially dangerous approach when the airport is landing west.As an aside; I have had discussions about the situation with PBI ARTCC and they too are concerned. So maybe a liaison with the PBI TRACON can provide a united front on this issue.