General Aviation

Complementing the above, it would be worthwhile for you to check how Romania CAA understands your ULM authorization.

If it determines that you have a national pilot's license instead of a non-license qualification certificate, you can use the direct provisions of EU Regulation 1178/2011 Article 4 'Existing national pilots' licenses'.

link: https://eur-lex.europa.eu/legal-content/EN/TXT/?uri=CELEX%3A02011R1178-…

Paragraph 2 says:
"Non-JAR-compliant licences including any associated ratings, certificates, authorizations and/or qualifications issued or recognized by a Member State before the applicability of this Regulation shall be converted into Part-FCL licences by the Member State that issued the licence."

And always good landings. Hartmut

Yes you are right Lars-Henrik as long as the owner of the aircarft is non-commercial DTO or Dry leased the aircraft from the private pilot-owner(s) and pilots are members of a non-commercial DTO, but they must comply with regulations regarding private-pilot(s) owner maintenance. In real life this can become quite complicated if they Dry lease the aircraft just for a short period of time. For such situations it is easier if the aircraft is in CAO.

The point in Costas question is wether the non-commercial DTO needs to own an aircraft for their training and the answer is no, as long as they have Dry lease agreemenet for the period in which they use the aircraft in their training and comply with all other regulations regarding non-commercial DTO and maintenance.

According to our experience, the best is, Short Term Dry lease agreement. This can be only for the time you really need the aircraft for training.

Dear friends,
thank you very much for your comments and opinions. I am very grateful to our community for quick response. Some answers are more detailed due to local differences of course.
For example, I don't expect to fly somebody to controlled airspace without Mode 3A/C transponder at least here in Slovakia. If yes, it will be very rare and special flight, probably some sort of historical vehicle flying with proper support. But this type of aircraft will definitely not use IFR procedures for any reason.
My question was about knowledge of any legal obstruction to perform flight according to published IFR procedures (STAR, SID, instrument approach) wit full respect of VFR (responsibility, separations etc.) and only in VMC obviously with suitable equipped aircraft capable to maintain required navigation performance.
Regarding the ATC, it looks that in this case very well known and expected flight trajectory could be an advance and simplification of situation awareness as you are not subject of separation and position is easy to be predicted.
Once more, thank you friends