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The way I understand it: to use a GPS for IFR approaches, you MUST have a current database installed. You may not commence a GPS approach with an out of date database.
You may use an expired GPS database for ENROUTE IFR operations, provided that you verify the GPS position with other onboard navigation means.
Is this right?
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The Stately Beechcraft Racer - The Twin-Bonanza
The way I understand it: to use a GPS for IFR approaches, you MUST have a current database installed. You may not commence a GPS approach with an out of date database.
You may use an expired GPS database for ENROUTE IFR operations, provided that you verify the GPS position with other onboard navigation means.
Is this right?
sounds like you're right... from my understanding having an out of date card is just like having out of date paper appr plates.
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The only GPS which can be legally used as your primary navigation source for IFR operations must:
1) have a current database.
2) be permanently installed with Mx paperwork (vice handheld/dashtop).
3) FAA approved for IFR use.
However, for any VFR or IFR ops it is legal (and prudent) to use any and all means of navigation for backup and situational awareness...this includes a non-certified or non-current GPS. The catch is that you must use other nav means for legally required navigation performance (ie IFR), and must use the non-GPS nav as your primary nav system(s).
The GPS-only approach presents a special problem here...since it probably has GPS-only waypoints, you cannot use any other nav system as primary, so you cannot do GPS approaches. An exception would be a GPS/RNAV aproach if you have an FMS with DME/DME capability and the specified RNP...this you could do with the FMS and no GPS (I have done these while working for an airline which was too cheap to buy GPS).
If you are doing flight training, you can do VFR practice approaches with an expired database, just be wary about accepting "direct to" routing from ATC to a GPS-only waypoint. Even VFR, accepting such routing would imply that you have certified and current GPS or RNAV equipment on board.
Last edited by rickair7777 : 08-04-2008 at 09:55 AM.
However, for any VFR or IFR ops it is legal (and prudent) to use any and all means of navigation for backup and situational awareness...this includes a non-certified or non-current GPS. The catch is that you must use other nav means for legally required navigation performance (ie IFR), and must use the non-GPS nav as your primary nav system(s).
The GPS-only approach presents a special problem here...since it probably has GPS-only waypoints, you cannot use any other nav system as primary, so you cannot do GPS approaches. An exception would be a GPS/RNAV aproach if you have an FMS with DME/DME capability and the specified RNP...this you could do with the FMS and no GPS (I have done these while working for an airline which was too cheap to buy GPS).
And the approach is the problem. The airport I operate into/out of has had the VOR minimums amended by NOTAM into the clouds most nights, but (obviously) RNAV minimums remain right down at the bottom (620 MDA for LNAV, 250 or so, don't have the plate in front of me DA for LPV on aircraft so equipped) where you can actually get in if you have to. The VOR minimums are so high as to be officially useless and are probably going to stay that way; why they haven't switched the VOR off completely yet is a mystery.
Granted that in an emergency, there's a perfectly good neighboring airport with an ILS, but for ordinary operations, that's not where my car (or the FBO) is.
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The Stately Beechcraft Racer - The Twin-Bonanza
Also too look up Appendix A to Part 43 (a)(4), which basically says that when you update your GPS data card, you need to make a logbook entry just like you would for a VOR receiver check.
For all practical purposes, the AIRAC from a few months ago will be fine in your GPS, but you're still not legal. How expensive is it to keep the database up to date for a year or so? I've always wondered what the cost would be. How do places like flight schools handle this cost, do they just order 1 card per month, and swap it between planes for checkrides?
For all practical purposes, the AIRAC from a few months ago will be fine in your GPS, but you're still not legal. How expensive is it to keep the database up to date for a year or so? I've always wondered what the cost would be. How do places like flight schools handle this cost, do they just order 1 card per month, and swap it between planes for checkrides?
Well at a certain local area flight school that shall remain nameless the maintenance of the airplane's GPS databases are...the responsibility of the owner, and are optional (not a part of the leaseback agreement).
Besides: if you buy an instrument equipped airplane and don't maintain it as such, you're asking for trouble, and not necessarily just of the legal kind.
I'm not a fan of this practice, in case it wasn't abundantly clear. ;)
The management knows, and is putting a little pressure on the owners to get their acts together and maintain the databases. It's an annoyance 90% of the time, but that 10% of the time that you need the approach, you're hosed.
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The Stately Beechcraft Racer - The Twin-Bonanza
GPS database currency
Linear Mode
