I am not IFR rated but plan to start training. I have an experimental
equiped for IFR with Garmin 300XL GPS (+ VOR). It has an expired
americas database card. Is that sufficient GPS IFR for US territory?
Or should I get USA specifically and whats the difference?

"abripl" > wrote in message
oups.com...
>I am not IFR rated but plan to start training. I have an experimental
> equiped for IFR with Garmin 300XL GPS (+ VOR). It has an expired
> americas database card. Is that sufficient GPS IFR for US territory?
> Or should I get USA specifically and whats the difference?
>

You will need to update the data card. See:

http://tinyurl.com/5kvra

Karl

Thanks,

I am aware of the update but am asking about the difference between the
Americas data card and the specific USA data card.

"abripl" > wrote in message
ups.com...
> Thanks,
>
> I am aware of the update but am asking about the difference between the
> Americas data card and the specific USA data card.

There is no difference, other than the area of coverage.


karl

On 16 Feb 2005 19:37:38 -0800, "abripl" >
wrote:

>I am not IFR rated but plan to start training. I have an experimental
>equiped for IFR with Garmin 300XL GPS (+ VOR). It has an expired
>americas database card. Is that sufficient GPS IFR for US territory?
>Or should I get USA specifically and whats the difference?


What do you want to use it for?

An examiner is probably not going to accept a GPS approach on the
practical test if the database is expired.

Otherwise, you are certainly free to use it during your training with
whatever database you wish.

abripl wrote:
> I am not IFR rated but plan to start training. I have an experimental
> equiped for IFR with Garmin 300XL GPS (+ VOR). It has an expired
> americas database card. Is that sufficient GPS IFR for US territory?
> Or should I get USA specifically and whats the difference?

For a production airplane, there is an AFMS Approved Flight Manual Supplement
that spells out the limitations of use, like whether the database has to be
current, etc.

Not sure what happens with Experimentals. Do you need to get your receiver
approved for IFR from OK City? Do you submit a draft AFMS when you do that?

There is no problem with experimentals and IFR except maybe that some
CFI's or examiners may not feel like flying in one - but that is an
individual choice.

I already know that an expired card is not valid for real IFR. Maybe I
did not express myself clearly originally. My real question is what is
the difference between Americas and USA only data card. Why would
anyone want to get USA only data card if the Americas has more
teritory? Is there maybe a detail difference? Anybody know?

Dave Butler wrote:
> abripl wrote:
> > I am not IFR rated but plan to start training. I have an
experimental
> > equiped for IFR with Garmin 300XL GPS (+ VOR). It has an expired
> > americas database card. Is that sufficient GPS IFR for US
territory?
> > Or should I get USA specifically and whats the difference?
>
> For a production airplane, there is an AFMS Approved Flight Manual
Supplement
> that spells out the limitations of use, like whether the database has
to be
> current, etc.
>
> Not sure what happens with Experimentals. Do you need to get your
receiver
> approved for IFR from OK City? Do you submit a draft AFMS when you do
that?

There's a substantial difference in the price of the update subscription.

abripl wrote:
> There is no problem with experimentals and IFR except maybe that some
> CFI's or examiners may not feel like flying in one - but that is an
> individual choice.
>
> I already know that an expired card is not valid for real IFR. Maybe I
> did not express myself clearly originally. My real question is what is
> the difference between Americas and USA only data card. Why would
> anyone want to get USA only data card if the Americas has more
> teritory? Is there maybe a detail difference? Anybody know?
>
> Dave Butler wrote:
>
>>abripl wrote:
>>
>>>I am not IFR rated but plan to start training. I have an
>
> experimental
>
>>>equiped for IFR with Garmin 300XL GPS (+ VOR). It has an expired
>>>americas database card. Is that sufficient GPS IFR for US
>
> territory?
>
>>>Or should I get USA specifically and whats the difference?
>>
>>For a production airplane, there is an AFMS Approved Flight Manual
>
> Supplement
>
>>that spells out the limitations of use, like whether the database has
>
> to be
>
>>current, etc.
>>
>>Not sure what happens with Experimentals. Do you need to get your
>
> receiver
>
>>approved for IFR from OK City? Do you submit a draft AFMS when you do
>
> that?
>

abripl wrote:
> There is no problem with experimentals and IFR except maybe that some
> CFI's or examiners may not feel like flying in one - but that is an
> individual choice.

For the record, I never suggested that there was a problem with experimentals
and IFR.

.... but I'm still curious. Doesn't your receiver's *installation* have to be
approved for IFR, just like on a Cessna/Piper/Beech? When that installation is
approved, don't you get an AFMS? Doesn't the AFMS spell out what database must
be installed?

Dave

Dave,

Just about everything on experimentals is "builder" approved. You
install it and make an aircraft log book entry that it was correctly
installed and tested. The exception is the required periodic IFR tests
of pitot, transponder, etc. which has to be done by approved trained
persons. Join rec.aviation.homebuilt news group and learn.

There are advantages to experimentals. And there are disadvantages:
takes several years to build one (many give up) and hull insurance is
hard to get.
--------------------------------------------------------
SQ2000 canard: http://www.abri.com/sq2000

abripl wrote:
> Dave,
>
> Just about everything on experimentals is "builder" approved. You
> install it and make an aircraft log book entry that it was correctly
> installed and tested. The exception is the required periodic IFR tests
> of pitot, transponder, etc. which has to be done by approved trained
> persons. Join rec.aviation.homebuilt news group and learn.

The annual condition inspection must be done by an approved person
as well (either the holder of the repairman's certificate or an A&P).
In addition, anything that would constitute a major modification to
the aircraft requires FAA notification (though I've never heard of
the FAA actually acting on any of these notifications).

Ron,

I have the repairmans certificate. Never heard of FAA refusing a
repairmans certificate to the original builder (only). The newer FAA
approved operating limitations do not require FAA notifications after
major modifications, but compliance with 91.319(b) which in my aircraft
operating limitations requires 5 hours of phase one flight testing and
appropriate entry in the aircraft logbook.

Americas includes North, South and Central America.


"abripl" > wrote in message
oups.com...
> There is no problem with experimentals and IFR except maybe that some
> CFI's or examiners may not feel like flying in one - but that is an
> individual choice.
>
> I already know that an expired card is not valid for real IFR. Maybe I
> did not express myself clearly originally. My real question is what is
> the difference between Americas and USA only data card. Why would
> anyone want to get USA only data card if the Americas has more
> teritory? Is there maybe a detail difference? Anybody know?
>
> Dave Butler wrote:
>> abripl wrote:
>> > I am not IFR rated but plan to start training. I have an
> experimental
>> > equiped for IFR with Garmin 300XL GPS (+ VOR). It has an expired
>> > americas database card. Is that sufficient GPS IFR for US
> territory?
>> > Or should I get USA specifically and whats the difference?
>>
>> For a production airplane, there is an AFMS Approved Flight Manual
> Supplement
>> that spells out the limitations of use, like whether the database has
> to be
>> current, etc.
>>
>> Not sure what happens with Experimentals. Do you need to get your
> receiver
>> approved for IFR from OK City? Do you submit a draft AFMS when you do
> that?
>