One FPL is OK if you agree it with airport management. I have known of, ahem, certain people who used to “clear customs” in N France that way, many years ago 
Otherwise they won’t let you depart – unless I am missing something.
Re people reading EuroGA and telling somebody, I think that’s a problem mainly for me due to (a) certain ex posters having a grudge and (b) myself being an admin on a forum which hosts the discussion of UK CAS bust persecution policy, which was suppressed on all the UK sites
Fuel stops should be quarantine exempt everywhere.
Ibra wrote:
except after reading EuroGA posts
Oops, forgot to say I was in fact asking on behalf of a friend…
Antonio wrote:
The only question is whether to do it on two separate FPL’s or one
Just do two FPL, it’s way more cleaner for ATC, I do that for RNP approaches in France from UK
On aircraft/pilot book it’s one flight non stop and problem solved, I never had any question
Peter will chime in and say one FPL so no one will come after you, except after reading EuroGA posts
Merci beacoup.
I think the best approach is to treat it as a tech stop, even though no fuel required. Just land and take-off without an stay.
The only question is whether to do it on two separate FPL’s or one. For one I need an accelerated course by @Peter
Two FPL’s is operationally cleaner but subject to more questions.
One FPL leaves little trace that the required landing was done, but for the same reason opens fewer COVID questions…
Do you have a French or Spanish licence?
In France there is no problem with flying with an instructor or examiner?
I don’t know the Covid rules between France and Spain.I thought things had opened up recently but you would probably need a PCR test or that bar code thingy that shows your Covid status.
If it is just a case of a landing turn round and take off I don’t think that is a problem but best to check with the aeroclub or operator of the field or fields you intend to go to.
For French pilots other than when flying with an instructor or examiner (in which case there are no limitations as far as I know) we have a 30km radius around the airfield which we have to stick within. I believe this is about to change shortly but I am often a little behind with my information as I don’t tend to investigate unless I have a particular goal.So I wait to get most of the information emailed to me by the FFA, DGAC or the club which can be a few days after the official announcement.
T28 wrote:
Back-tracking on an altiport is not very frequent…
Seems the only SOP: I am not sure how one land at Courcheval or other places but it’s always backtracking no? you land on slope and takeoff downhill? if it’s too windy such that the above does not work, you would not be able to approach ;)
Flying clubs operate normally. We do extremely few international flights anyway
For your mountain currency flight, I would just treat it as a fuel stop. If you can do it and fly back without refueling, just send 2 FPLs and go.
If you don’t leave an airport, you should be ok. ATC doesn’t call the cops.
T28 wrote:
Back-tracking on an altiport is not very frequent…
I guess in a sense your landing rollout is backtracking the departure runway?
Yes proper back track and stay on the runway, one may get trapped on the taxiway.
Back-tracking on an altiport is not very frequent…
I wonder how French pilots do it since I am sure a lot of them have a similar situation.
Many French clubs have continued operating instruction flights on the grounds that since public schools were kept mostly open the same standard should be applied to training flights.
Yes proper back track and stay on the runway, one may get trapped on the taxiway
I think most people give up, it involves driving car the way to the place, the other way around is to fly in TMG & Microlights (they are exempt but more challenging and need the right conditions), rent an aircraft & instructor locally to get currency, fly your SEP next month?
