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RNAV (RNP) and RNAV (GPS) minima

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Aircraft Systems, FAA Regulations, Instrument Rating

When I look at RNAV RNP and GPS approaches to an identical runway, I get hung up on this: why would a carrier go through the trouble of obtaining RNP authorization when the published minimums are LOWER for a standard GPS approach procedure using LPV? As an example, I reference ATL's 8R approaches: RNP 0.15 DA is listed as 1370/56, and GPS LPV is 1285/45. Are they anticipating future improvements that will eventually tip in RNP's favor? What's the payoff?

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  1. John D Collins on Feb 02, 2014

    RNP procedures are based on Baro-VNAV for vertical guidance. The vast majority of air carrier and high end business jets have this capability. LPV uses WAAS GPS for vertical guidance. The airlines are not equipped with this capability. The only airline I know of that has WAAS and is approved for LPV is Horizon Airline. So they can do approaches that use Baro-VNAV but not WAAS for vertical guidance. On the other hand, most GA piston aircraft don’t have Baro-VNAV capability but many do have WAAS. Air carriers don’t want to spend the extra money to install WAAS capability.

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