I never land there but did some approaches for training, but as John said, it’s either bursty or nothing.
I may have done approaches twice there, but many times to Cannes; approaches are very close until last 15 miles because you are always vectored, piled up to the Visual for R04 at Nice, or to the VPT to Cannes. And you never do the whole approach, as even in the rush.
jamiltz wrote:
LSZR looks great too. Sounds like it has the IFR infrastructure whilst being relatively small and easy to get around.LSZR is not that great, since they have a hard daily midday break between 12:00 and 13:30 LT. Neither departures nor arrivals are allowed during the break, while most Swiss aerodromes do allow arrivals during the break.
LFAT is also closed (well, FR-only … almost same thing) over lunch but that is not operationally relevant 
LSZR has had that totally silly lunch closure for many years.
@Steven_P should be perfectly OK for most SEP pilots. I presume you are planning to fly under PART-NCO?
I had not considered that but having reviewed https://pplir.org/representation-and-partnership/ as directed by the CAA website PART-NCO makes complete sense given my flying and future aircraft aspirations fall within scope. Is there a need to formally register the intent to fly under PART-NCO?
Interesting that “RNAV 5 (formerly B-RNAV), RNAV 1 (P-RNAV) and RNP APCH (GPS approaches) require no approval” but I’ll need to check the PBN navigation equipment (GNS 530W) status.
Before I found my hangar space I was looking around in South Sweden for some suitable Airstrip.
Due to lack of empty hangars and preferable within 30min driving from my home I had ESML (Sturup), ESML (Landskrona), ESTA (Ängelholm) and ESTL (Ljungbyhed).
My flying club is located at ESML, 15min by car and finally there was one space left.
First I wanted to be located at some of the bigger airports with Instrument Approaches, but ESML is 1200m long asphalt and I can divert to ESML/ESTA if needed due to weather.
@Grep_mp: Are you living in Cannes/Mandelieu?
- Are in Mandelieu 3-4 times a year in our apartment, will try to fly from Sweden this summer.
Steven_P wrote:
Is there a need to formally register the intent to fly under PART-NCO?
No. The kind of aircraft and operations determine what part of the EASA Air Ops regulation to apply. Part-NCO automatically applies when you fly a non-complex (in the EASA sense) aircraft and don’t do anything commercial.. (And it even applies in a few specific cases with complex aircraft and/or commercial ops.)
Steven_P wrote:
I had not considered that but having reviewed https://pplir.org/representation-and-partnership/ as directed by the CAA website PART-NCO makes complete sense given my flying and future aircraft aspirations fall within scope. Is there a need to formally register the intent to fly under PART-NCO?
No need to register! What I mean is that if you are flying under non-commercial rules, SEP, you should be OK with devising your own “cloud-break procedure”, although depends on you risk appetite – what is your personal minima? What is the lowest cloud base you would accept if flying SEP?
Thank you. Personal minima depends upon the environment, i.e. are there tall trees or power lines on the approach to the runway 
Darkfixer wrote:
@Grep_mp: Are you living in Cannes/Mandelieu?
- Are in Mandelieu 3-4 times a year in our apartment, will try to fly from Sweden this summer.
Not in Mandelieu but 20m far when no traffic. That’s a nice trip from Sweden!
Even though Germany has maybe the worst NAA, I tend to see it as a sweet spot in Europe, if you are keen on flying the North and South of Europe.
I chose a base with:
