Homebuilt / ultralight / permit (non ICAO CofA) and IFR - how?

what_next wrote:

So for example a Swedish experimental which is IFR certified by the Swedish CAA can fly IFR to Germany if it has the permission to enter Germany.

I think at least one owner posted such account here – Germany giving him permission without imposing any further limitations.

It depends. A generic dispensation for a non-CofA aircraft to fly in UK airspace will be limited to private and day/VFR. See Appendix 1 to GC 6 in CAP747

But I had a specific one for an N-reg that only stipulated the restrictions on the home country authorisation would apply, which implicitly allowed night and IFR.

what_next wrote:

As I understand it, it is the national authority which can certify a homebuilt or experimental for flight under IFR.

That’s not how it works, not in Norway. LT (N-CAA) does not certify or approve or whatever any homebuilts for IFR. The way it works is that with NVFR, the builder simply include the appropriate instruments when he builds. However, If the instruments are installed as a modification (after the aircraft has received the CofA), the modification has to be approved by LT. The instrumentation is maintained in “class II”, but only as a minor modification/repair.

For IFR equipment it is exactly the same, but in case of a modification of an existing aircraft, this modification has to be done by an approved maintenance facility. The maintenance of this equipment has to be done in “class II”, but this time as a major modification/repair, thus it has to be done by an approved maintenance facility.

So, there is no approval or anything if the equipment is built with the airplane. But if it is added later, you need an approval by LT to do the modification, and for IFR the modification has to be done by an approved facility, and it has to be maintained by an approved facility (also the case if it is installed with the building process as I understand it).

A homebuilt is per default “approved” for NVFR and IFR if the appropriate instruments are installed when built. If not, it will be restricted accordingly, and later modification has to be approved (you need an approval to do the modification, but the modification itself is not approved, only tested by a certified maintenance shop).

A document from LAA shows countries that put no other restrictions on permit aircraft according ECAC Recommendation INT.S/11-1
So if the plane has a permit to fly from SE allowing IFR, they would accept it:

LAA

Peter wrote:

which there are, in some countries, separate regulations, limiting it to certified aircraft.

I’m not sure how would that work. I mean with all the EU regulations we have these days. If they allow you to enter without any further limitations (which is what that “matrix” should be about). Airspace requirement would be one but SERA AFAIK doesn’t allow for this and it should be out of their hands.

Peter wrote:

Non-EASA aircraft

SERA applies to everyone. Annex 2 is relevant only in some aspects (like pilot licensing or maintenance).