I wouldn‘t be so sure that the actual MTOW plays any role here
It’s in CAP2163, Section 5, the other driver behind denied permission is the loss of ability to use “EASA LAPL” (which I gather people overlook it as LAPL-S in the past)
On unrelated topic, the claim that “UK Microlight licence is valid worldwide in G-reg” only apply to CAA Microlight licences issued before UKNPPL(M) comes in, I don’t know how many are there as the holders are likely passed away? these UKPPL(M) have “issued in accordance with ICAO Annex1” in front page…
With NPPL(M) in G-reg Microlight one needs validations, permissions, language proficiency, radio certificate and medical…unless there is some bilateral agreement, obviously, most people don’t do it and “just fly low & slow” (they will also claim it’s lot of hassle: expensive to land in big airports to clear customs, too expensive to install ModeS, you can’t bring SP98 into big airports…)
Does not speak about recognition of foreign ULM licenses for flights in foreign ULM.
“Section5.Flight Crew Implications” from 460kg to 600kg did spillover to foreign ULM (other than those registered in FRA or ROI)
re: ULM – British Microlight Aircraft Association people might know (https://www.bmaa.org/)
Ibra, can you please set out your posts so they are more readable? They are hard to decipher. I am already told by some people that they just skip them. This is not FB where nobody reads anything…
Yes; the BMAA may know something… They have this on their website which looks quite interesting. Germany is mentioned, too.
Unfortunately, not. The BMAA is concerned only with the British POV (rightly so, of course) and that mentioned section is about flying G-reg PTF aircraft in Germany.
boscomantico wrote:
Unfortunately, not. The BMAA is concerned only with the British POV (rightly so, of course) and that mentioned section is about flying G-reg PTF aircraft in Germany.
@boscomantico, have you tried asking them? They might know more…
I would expect the BMAA to have a section with advice for their fraternal comrades in the socialist mainland Europe… after all, these communities are supposed to support each other against the onslaught of the well lubricated ICAO war machine 
Nope, as I don‘t fly ULM myself, my interest doesn‘t go as far as to ask them questions (which they very likely don‘t know the correct answer to. It‘s like asking DAeC about the legality of Italians flying I-reg ultralights with only an attestato VDS in Germany).
Normally one is required to brief from the AIP and NOTAMs.
This is supposed to be adequate, including Immigration and Customs.
It is increasingly looking like one has to contact the airport and get it in writing.
For the Annecy fly-in (2-4 June) I contacted Annecy. A substantial exchange followed, with the customs/police sending me a form to fill in, in an unusual format (.odt) which my Word opens only with errors, in French only… and with a stern reminder that if I don’t return it within 24hrs I cannot go. Others fortunately helped me with it. But if I had only just complied with the 24hr PN, I would not have been able to go.
