It doesn’t cost €30,000 to €60,000 to design and install a GPS approach, but you do have to have a willing airport owner,an NAA that you can talk to and will advise and volunteers with a lot of patience who a prepared to give up a good deal of time planning and replanning the IAP and paperwork.
the UK could have decided to permit LPV operations without the SoL service.
They could, given there is no “service” being provided 
It doesn’t cost €30,000 to €60,000 to design and install a GPS approach
It does, unless you can get somebody else to pay it Maybe the DGAC has an in-house department for IAP design, but those people will be on €100k or so (French professional / civil service salary, plus 50% “employer NIC”) and the UK has decided, many decades ago, that the CAA should be self financing. Long may the DGAC cost recovery system last – along with so much else in France.
Getting back to the topic, I think this is an interesting thread because finally we have some real numbers, instead of rumours of an ILS costing a million a year, and similar…
The DGAC does not have a separate department to design RNP approaches it does consider applications and will advise and test.
We did it at LFFK and I think including all expenses it came to about £6000 and a lot of time put in by the Town Hall, the 2 maintenance companies and the aircraft owners and club members based here.
There were also discussions with the military whose “R” zone begins at 3000’ and local air traffic control. It just shows that where there’s a will there’s a way.
CharlieRomeo wrote:
I have no clue what a single check& calibration flight costs, but I know for sure that it involves quite a few flight hours of a King Air or Lear, plus the personnel on the ground.
I think they do them with Diamonds and Partenavias now.
UK still use EGNOS/SoL for LNAV/VNAV minima and CAA plans to keep them on AIP plates (maybe someone thinks we are flying them with Baro instead of SBAS), but EGNOS/SoL will not be available for LPV minima and these will get removed by CAA from AIP plates !
Between us all one needs is OCH from plates on LPV surface, the rest is is just noise as long as one keeps HSI/GS needles between his legs and call that flying LNAV/VNAV
Regarding the use of turbine planes for fight check purposes, I just looked up the web site of Fight Calibration Services which does most of the checks around here. The company is a joint venture of the DFS, Austrocontrol and Skyguide, the ANSPs of Germany, Austria and Switzerland respectively.
They currently use King Airs and Lerajets: https://www.fcs.aero/en/about-fcs/#en-aircraft
Because I have had the chance to have a look inside one of the Lears I can hardly imagine all of that equipment fitting inside a Partenavia. Maybe the Partenavia operators specialise their aircraft, as in having one for ILS and VOR, another one for surveillance radars and so on.
