GPS databases - where does it say it must be current cycle?

I haven’t found a GNS430W AFMS (the download seems dealer only), but the EASA (the FAA one is similar however) AFMS for the GTN6xx/7xx states:

2.8 Navigation Database
GPS/SBAS based IFR enroute, oceanic, and terminal navigation is prohibited
unless the pilot verifies and uses a valid, compatible, and current Navigation
database or verifies each waypoint for accuracy by reference to current approved
data.

“GPS”, “or GPS”, and “RNAV (GNSS)” instrument approaches using the Garmin
navigation system are prohibited unless the pilot verifies and uses the current
Navigation database. GPS based instrument approaches must be flown in
accordance with an approved instrument approach procedure that is loaded from
the Navigation database.

I’d be surprised if the GNS430W AFMS was materially different.

If you continue on in the GTN AFMS, same section, it states:

If the Navigation database cycle will change during flight, the pilot must ensure the accuracy of navigation data, including suitability of navigation facilities used to define the routes and procedures for flight. If an amended chart affecting navigation data is published for the procedure, the database must not be used to conduct the procedure.

In other words, if the published procedure is not amended, the expired database may be used.

This is from the AFMS for the GNS5XXW series:

2.3 Navigation Database
The 500W Series unit database card must be installed. (IAW the TSO deviations granted to Garmin for the 500W unit, navigation database cards may not be marked with the part number. The software automatically precludes invalid databases for use by the 500W)
a) 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 current approved data.
b) GPS instrument approaches using the 500W Series units are prohibited, unless the 500W Series unit’s approach data is verified by the pilot or crew to be current. Instrument approaches must be accomplished in accordance with an approved instrument approach procedure that is loaded from the 500W Series unit database.
c) Installations with dual 400W/500W Series units will only crossfill between units when they contain the same database cycle. Updating of each database must be accomplished on the ground prior to flight.

Note the usage of the terminology of “approach data” that I highlighted. Garmin was careful to not use the previous wording current database or update cycle. See the difference in wording in comparison to the GNS430 legacy AFMS (emphasis is mine):

4. Instrument approach navigation predicated upon the GNS 430’s GPS Receiver must be accomplished in accordance with approved instrument approach procedures that are retrieved from the GPS equipment data base. The GPS equipment database must incorporate the current update cycle.

@Graham I must confess I still rely on Part.nco for this, assuming ‘Brexit’ has copy and pasted most aspects except for the old UK idiosyncrasies.

AMC2 NCO.GEN.105 (d) applies.

Basically, it is allowed under certain conditions if your database covers the intended route, and you have a current paper map back up. There are other conditions.

An RNP approach needs a current database.

Before one gets too stuck in, I recommend locating any candidate regulation and searching it for the word “database”, “cycle”, etc

The AFMS for your GPS navigator likely requires current databases. The quote below is from a GTN AFMS.

2.8 Navigation Database
GPS/SBAS based IFR enroute, oceanic, and terminal navigation is prohibited unless the flight crew verifies and uses a valid, compatible, and current navigation database or verifies each waypoint for accuracy by reference to current approved data.

“GPS”, “or GPS”, and “RNAV (GPS)” instrument approaches using the Garmin navigation system are prohibited unless the flight crew verifies and uses the current navigation database. GPS based instrument approaches must be flown in accordance with an approved instrument approach procedure that is loaded from the navigation database…

@Graham, my understanding is as follows:
- if you fly an RNP approach for real (not a practice IAP in VFR), then you need an up to date database.
- if you fly an IFR route in notifed airspace (CAS, like Class A/C/D/E) you need an up to date database, there might be exceptions (verified route & waypoints etc).
- if you fly any route OCAS (Class G), then no one cares – in the end you could define all the turning points in Radial/Distance in regards to VORs or just define your own waypoints in space that happen to coincide with some waypoints in the DB and use those for navigation. In that case compare the DTKs/Distances in the FP in GPS to PLog.

Please also keep in mind that you could develop your own Means of Compliance as some things in Part-NCO are in AMC/GM/… and not in hard law.

In US, it depends on what is in the AFMS. Older versions (Rev B) of the AFMS for GNS series allowed using an out of date database for enroute and terminal IFR operations if all the points were verified to be unchanged. This is accomplished by comparing the points with current chart information. It sounds difficult, but at least in the US the charts show lat-long for VOR and airports don’t move for the most part. Also terminal charts are dated with the date that the procedure was last amended. For approaches, these AFMS reads as:

GPS instrument approaches using the 500W Series units are prohibited, unless the 500W Series unit’s approach data is verified by the pilot or crew to be current. Instrument approaches must be accomplished in accordance with an approved instrument approach procedure that is loaded from the 500W Series unit database.

The “approach data” that is to be verified to be current is the entry in the “out of date database” for the approach. This remains static in most instances across many years of database updates. So the task is to determine if the “out of date database” still has a current version of the approach. This is relatively easy by comparing the “procedure amendment date” which is found on the approach chart with the effective date of the “out of date database”. As long as the “procedure amendment date” is not after the “out of date database” effective date, the database is verified to contain a current version of the approach procedure and can be used to conduct the approach.

The US AIM has this note 3 for IFR Approach in TBL 1−1−6, GPS Approval Required/Authorized Use,

3 Requires current database or verification that the procedure has not been amended since the expiration of the database

Later versions of the AFMS changed the wording to require a current database for IFR Approaches. However, one does not need to update the AFMS to the later version as only an AD that required the AFMS to be updated would make using the updated AFMS mandatory. The later version of the AFMS also contained provisions for how to deal with AIRAC cycle changes during a flight, where one could depart with a current database, but it could expire during the flight by verifying the approach data had not been changed.

The AIM is not regulatory but an AFMS is, that is the AFMS limitations section is called out in regulations. So it depends on what the AFMS says. As a practical matter, the technique of comparing the dates works. Note that the “procedure amendment date” was specifically added to the charts to be able to determine if a newly updated chart changed what was in the database. There are many changes in approach charts, example a frequency change that have no impact on what is stored in the approach database, so often there are revisions to the chart without the “procedure amendment date” being updated. Pilots are not necessarily trained to know where the procedure amendment date is found on the chart and what its purpose is, but for those that do understand it, it can be used to determine if the approach data is still current.

@Graham my Jeppesen subscription with AOPA discount is only EUR264 so not exorbitant.