Cessnaflyer
Wooooooooooooooooooooooooooooooo
What if you don't have a GPS?
Garmin 430W with expired database
- Thread starter DE727UPS
- Start date
JeppUpdater
Well-Known Member
Then you crash and die after curling up in the fetal position in flight.
DE727UPS
Well-Known Member
PTS says: If the practical test is conducted in the aircraft, and the aircraft has an operable and properly installed GPS, the examiner will require and the
applicant must demonstrate GPS approach proficiency.
Garmin says: IFR enroute and terminal navigation is prohibited unless the pilot verifies the currency of the database OR verifies each selected waypoint for accuracy by reference to the current approved data. (GPS approaches are not allowed with an expired database)
As easy way to verify the data is to check your approach charts amendment data against the GPS database currency date. If the approach has not been updated after your database software date then you are legal for enroute and terminal operations. So what's a terminal operation?
Google came up with this: https://www.faa.gov/air_traffic/flight_info/aeronav/productcatalog/ifrcharts/terminalprocedures/
Looks a lot like approach charts in the picture. So, based on that logic, you should be able to use your GPS without a current database to substitute for DME if your approach amendment date is older than the GPS software date. Bear in mind, I'm not trying to do GPS approaches, just substitute GPS for DME on a VOR/DME approach.
Anyway, that's my story and I'm sticking to it. A conversation with whatever DPE one uses prior to the checkride would be a very good idea, however.
GPS approaches are illegal due to the expired software database but the 430W is still operable within the manufactures guidelines for other purposes. Would you placard the 430W "GPS software out of date, not approved for GPS approaches", and make a similar logbook entry?
applicant must demonstrate GPS approach proficiency.
Garmin says: IFR enroute and terminal navigation is prohibited unless the pilot verifies the currency of the database OR verifies each selected waypoint for accuracy by reference to the current approved data. (GPS approaches are not allowed with an expired database)
As easy way to verify the data is to check your approach charts amendment data against the GPS database currency date. If the approach has not been updated after your database software date then you are legal for enroute and terminal operations. So what's a terminal operation?
Google came up with this: https://www.faa.gov/air_traffic/flight_info/aeronav/productcatalog/ifrcharts/terminalprocedures/
Looks a lot like approach charts in the picture. So, based on that logic, you should be able to use your GPS without a current database to substitute for DME if your approach amendment date is older than the GPS software date. Bear in mind, I'm not trying to do GPS approaches, just substitute GPS for DME on a VOR/DME approach.
Anyway, that's my story and I'm sticking to it. A conversation with whatever DPE one uses prior to the checkride would be a very good idea, however.
GPS approaches are illegal due to the expired software database but the 430W is still operable within the manufactures guidelines for other purposes. Would you placard the 430W "GPS software out of date, not approved for GPS approaches", and make a similar logbook entry?
fholbert
Mod's - Please don't edit my posts!
You still have to carry a current memory card in your left (not right) shirt pocket.
TUCKnTRUCK
That guy
Not really, without a current database, you can't use Q,T or any other RNAV based routes or waypoints (stretching back to the last time I read our loa's . Further, I don't believe the expired database complies with the type 2 LOA in AC 90-100A, making the GPS invalid for RNAV1/2 use - similarly precluding it from use in RNP, PRNAV and RNAV airspace. -So, it's not a matter of simply placarding approaches. Beyond that, the GPS is still installed and operable, and, of the training syllabus attended included that GPS unit, you need to demonstrate it. As the PTS says, if avionics are placards inoperable- the examiner must review the MX log to ensure that the correct MX procedures have been followed. ( placarding instruments apparently doesn't fall under "preventative MX") so- you may end up needing an a&p to sign off the squak and fix.
Probably easier just to update the thing.