1) An aviation GPS receiver is more sophisticated than a car SatNav, including features such as RAIM which double check the integrity of the signal received. Often GPS receivers are connected to other instruments such as a CDI or HSI, this being a requirement if used for IFR flight.
Yup
2) EGNOS provides extra information to a GPS receiver which allows it to achieve accuracy of 1-2 metres compared to the normal 19 metres, both horizontally and vertically. This is a wide-area augmentation system that is more accurate than and not the same as Differential GPS (as explained in approved for "Safety of Life" applications such as aviation approaches in March 2011. It covers all European countries and even parts of North Africa
Yup
5) Most UK GPS approaches are classed as a non precision approach and don't provide a glide slope - they are similar to an NDB/DME or ILS localiser only. EGNOS is NOT required for this type of approach. Navigation equipment to handle these Non Precision Approaches can often be installed as an EASA minor mod.
Strictly speaking, all RNAV (GPSS) approaches are non-precision, even those with vertical guidance. That has more to do with the ICAO definition of a precision approach than anything else though. A WAAS/EGNOS enabled GPS will pick up a glideslope on an LNAV approach if it has been coded. This will enable you to fly a continuous descent to the MDA. You can fit a GTN650 or GTN750 to an EASA aircraft with an existing STC and a minor mod.
6) A more sophisticated GPS approach is called an LPV which also provides a glide slope just like an ILS. These all require EGNOS to be fitted to be used legally. If the EGNOS signal is not received then the GPS approach cannot be used. Most GPS LPV installations would require a very expensive Major Mod, but Garmin has obtained generic approval for their GTN series which means they can be installed for LPV as a minor mod only (see detailed reply below) Today there is only one in the British Isles today at Alderney - next is Southampton in March, while France now has four (see list)
To fly an LPV approach you need the kit and the correct flight manual supplement. For the GTNs you only need the minor mod (Garmin included LPV in the FMS) - for a 430W or 530W you will need an STC unless you fly a Beechcraft (GAMA Engineering has an STC for Beechcraft piston aircraft and I think the King Air. - I understand it is working on an STC for some Piper aircraft too. That STC has the FMS)
7) An IMC rated private pilot probably legally may require further training to use a GPS or LPV approach, regardless of which this might be sensible
I don't know about a legal requirement, but it would obviously be very sensible.
8) Fitting an EGNOS capable GPS such as the 430W is not normally a Major Mod, for non-precision approaches, but for LPV would require one and be ludicrously expensive. Garmin has obtained a generic EASA approval for their GTN 750/650 series which means they only require a minor mod.
Yup
9) LPV and GPS approaches are available to EASA and Annex II IFR capable aircraft, (not to Permit or VFR only)
…and to N reg of course
10) Unlike in the US, in Europe all GPS approaches must be manned by full ATC service (not a FISO or A/G) when used, but needn't have radar. This will limit the rollout of GPS approaches outside those which already have some form of instrument approach today.
Full ATC (at destination) is certainly required in the UK (apart from at some discreet approaches - and for discreet read private). That is not the case everywhere else in Europe, certainly not France.
HTH
Originally Posted by peterh337
I don't follow the details of this stuff because my GPS is RNAV approaches only, and it would cost me about £20k-40k to get LPV (or PRNAV for that matter).
That seems like a lot of money to get a GTN650 or 430W fitted
Ian