LFR Local Flight Rules Rev 3

000- LOCAL FLIGHT RULES (LFR)
DEC 21 REV. 3
AEROLINK FLIGHT ACADEMY

Introductory theory- 10 DECEMBER 2021
Instructor: Eloi de la Parte Montserrat
000- LOCAL FLIGHT RULES–INDEX & SYLLABUS (I): 01-02-03-04-05-06
SYLLABUS REFERENCE SYLLABUS DETAILS AND ASSOCIATED LEARNING OBJECTIVES

000 LFR- LOCAL FLIGHT RULES
000- 01 Introduction:
000- 01 01 Local flight definition
000- 01 02 Airspaces
(1.2.1) Definition
(1.2.2) Controlled airspace
(1.2.3) Uncontrolled airspace
000- 02 Aerodromes (LELL/LEGE/LERS/LEIG):
000- 02 01 Sabadell Airport- LELL
(2.1.1) General Information
(2.1.2) LELL AIP Charts
(2.1.3) The ATZ & TMA Barcelona
(2.1.4) Traffic circuit in LELL
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(2.1.5) Helicopters procedure in LELL (landings)
(2.1.6) Communications failure procedure in LELL
000- 02 02 Girona Airport- LEGE
(2.2.2) LEGE AIP Charts
000- 02 03 Reus Airport- LERS
(2.3.2) LERS AIP Charts
000- 02 04 Uncontrolled Airport- LEIG
000- 03 Filing an ATC Flight Plan:
000- 04 Requesting NOTAMS & WEATHER REPORTS:
000- 04 01 Requesting NOTAMS & METAR/TAF
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000- 04 02 Requesting Meteorological Information
000- 04 03 Interpreting Significant Weather Charts
000- 04 04 Interpreting Wind Charts
000- 04 05 Interpreting a METAR
000- 04 06 Interpreting a TAF
000- 05 VFR Communications:
000- 05 01 General RTF Phraseology
000- 05 02 Readability
000- 05 03 Flight Communications
(5.3.1) Taxiing for refuelling in LELL
(5.3.2) Taxiing to holding point in LELL
(5.3.3) Requesting departure in LELL
(5.3.4) Leaving the ATZ in LELL
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(5.3.5) Traffic information
(5.3.6) Entering the CTR of LERS
(5.3.7) Returning to LELL ATZ (Via E or N).
(5.3.8) Joining the Base in LELL
(5.3.9) Wind check
(5.3.10) Clearance to land
(5.3.11) Go Around
(5.3.12) Vacating runway
000- 06 Bibliography
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000- LOCAL FLIGHT RULES (LFR): 01-02-03-04-05-06
THEORY
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000- LFR 1. INTRODUCTION (I): 01-02-03-04-05-06
I. INTRODUCTION
In this subject we will see the general use

procedures of all those areas that we will
use throughout the course in the flight
phase.
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000- LFR 1. INTRODUCTION (II): 01-02-03-04-05-06
1.1. LOCAL FLIGHT DEFINITION
What do we understand by local flight?
A "local" flight will have its origin and destination in LELL and will be flown either without leaving the ATZ, or departing from the ATZ and in the
vicinity, using all those necessary fields chosen by the instructors to perform the maneuvers and exercises of the course.
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1.2. AIRSPACES
1.2.1. Definition
Definition:
Airspace is a portion of the earth's atmosphere (both over land and
over water) regulated by a particular country.
Airspace division:
Airspace divisions are usually made by the service provided to the aircraft that fly in them, although many of these spaces are included in others with
less service provision.
ICAO has divided the world's airspace into different regions, assigning each region a given code. For example, EUR corresponds to Europe.
With this first division, ICAO has sought to group those areas that have equivalent air development and similar problems.
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000- LFR 1. INTRODUCTION (IV): 01-02-03-04-05-06
1.2. AIRSPACES
1.2.1. Definition
- These regions are basically divided into Flight Information Regions (FIR) and
Upper Flight Information Regions (UIR), where flight information services and alert
are provided.
- FIR/UIR: The FIR’s generally follow the contour of the borders of the countries
that make up the region.
- However, the same country can have several FIR’s.
- Above the FIR’s there are the UIR’s, usually with the same plan shape as the
corresponding FIR. The difference between the two is in altitude:
- In Spain, the FIR goes from the ground up to 24,500 feet (FL 245), the UIR
starts at 25,000 feet (FL 250).
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1.2. AIRSPACES
1.2.1. Definition
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1.2. AIRSPACES
1.2.1. Definition
Aerodrome Traffic Zones (ATZ): Around controlled aerodromes. Their function is

to protect the traffic around an aerodrome, it is controlled by TWR (control
tower).
Control Zones (CTR): To protect aerodrome approach maneuvers, is controlled
by APP (approach).
Terminal Areas (TMA): In areas where several routes converge and there are
several main airports. Its objective is to connect the en-route flight phase
with the approach phase, it is controlled by control.
Airways (AWY): If air traffic is important along an axis, controlled airspace is
declared to a tubular environment of the route, making this an airway.
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1.2. AIRSPACES
1.2.2. Controlled airspace
Control Zone and Control Area:

Control Zone: Controlled airspace extending upward from the earth's surface
to a specified upper limit.
Control Area: Controlled airspace that extends upward from a specified limit
above the ground.
UTA and CTA:
Upper Traffic Area (UTA): Up to FL245.
Controlled Traffic Area (CTA): From 300m to FL245.
Both UTA and CTA are very generic terms that encompass other zones and
areas of control.
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000- LFR 1. INTRODUCTION (VIII): 01-02-03-04-05-06
1.2. AIRSPACES Uncontrolled airspace is understood as that where the Air Traffic Services
1.2.3. Uncontrolled airspace provide information and alert services, but there is no type of control.
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000- LFR 2. AERODROMES (I): 01-02-03-04-05-06
2.1. SABADELL AIRPORT- LELL
2.1.1. General Information
ICAO CODE: LELL
1) The “LE” prefix is the ICAO code for Spain and applies to all Spanish airports.
2) Operating hours: 0700-SS (Summer) and 0800-SS (Winter). Both refer to UTC: the airport opens at 0900 LT throughout the whole year.
3) It is forbidden to start up the engines before and after these hours.
4) Type of fuel available (at R3): 100 LL (AVGAS) and JET A-1 (Cessna Citation, Embraer Phenom).
(See: AIP España, Document: LELL)
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000- LFR 2. AERODROMES (II): 01-02-03-04-05-06
Sabadell Tower (TWR): 121.600
Sabadell Ground (GMC/APP): 120.800
Barcelona Approach (Eastbound): 131.125
Barcelona Approach (Westbound): 127.700
Igualada Airport: 123.175 (Uncontrolled)
(GMC stands for Ground Movement Control)
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https://aip.enaire.es/AIP/#LELL
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2.1.2. LELL AIP Charts EAST DEPARTURE
WEST
DEPARTURE
RWY 13
RWY 31
EAST
DEPARTURE
WEST
DEPARTURE
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2.1.2. LELL AIP Charts
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2.1.3. The ATZ & TMA Barcelona
• LELL has ATZ (Aerodrome Traffic Zone).
• ATZ: “Controlled airspace of defined dimensions, established around an aerodrome for the protection of aerodrome traffic”.
• It has no defined volume worldwide. At LELL, the ATZ is a cylinder with the radius of 5NM (8km) centered on the ARP
(Aerodrome Reference Point). The height of the cylinder at LELL is 3500ft AMSL.
• The ATZ of Sabadell has three entry points: N point (i.e. North point, Terrassa) and E point (i.e. East point, Radio
antenna) for the airplanes and W point (Rubí) for the helicopters.
• All three points are marked with the black triangle, which means these are mandatory reporting points.
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• The ATZ shall be crossed from E to N (or viceversa) at 3000ft.
• Note that E and N points should be approached at the altitude of 2500ft.
• In case of a radio failure, both airplanes and helicopters should enter the ATZ at W point and continue to Castell de Sant Marçal,
maintaining 500ft AGL.
• Avoid overflying the populated areas and do not cross the extended runway centerline at any time nor interfere with the traffic in the
circuit.
• Set the transponder on Mode A 7600 and while circling, pay attention to the light signals emitted from the Sabadell Tower.
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Terminal Manoeuvring Area (TMA)

is an aviation term to describe a
designated area of controlled
airspace surrounding a major
airport where there is a high
volume of traffic. TMA airspace is
normally designed in a circular
configuration centered on the
geographic coordinates of the
airport.
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2.1.4. Traffic circuit LELL
- The elevation of LELL is 485ft AMSL or 148m.
- Distinguish between AGL and AMSL: the former vertical distance,

relative to the terrain, is known as height, the latter vertical distance,
relative to the mean sea level, is known as altitude.
- Altitude ≠ elevation: although both are referenced to the MSL,

elevation is a geographical concept. As such, we talk about elevation of
the immovable objects, such as airports or mountains. In turn, we talk
about altitude of movable objects, such as aircraft.
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000- LFR 2. AERODROMES (XV): 01-02-03-04-05-06

- Aerodrome traffic circuit = The specified path to be flown
by aircraft operating in the vicinity of an aerodrome
- There are 5 segments in a traffic pattern: upwind,

crosswind, downwind, base, and final (4 NM from the
threshold)
- The standard traffic circuit height for all aerodromes is Traffic circuit RWY 13
1000ft AGL. At LELL, the altitude at which we fly the circuit
is 2000ft AMSL (i.e. the altimeter reading) We always intend to takeoff and land into the wind (e.g. if the wind
comes from 30, we use RWY 310). Provided that the wind doesn’t
- We will later see the VFR communications within traffic
pattern in detail. change its direction, we land and takeoff using the same runway.
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At LELL, the traffic circuit resembles a trapezoid more than a rectangle as we aren’t allowed to
overfly the city
LELL Traffic circuit.

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000- LFR 2. AERODROMES (XIX): 01-02-03-04-05-06
VFR Departure RWY 31 (Westbound)
After takeoff, we climb on the runway heading (follow

the train track) until reaching AP-7.
At AP7, turn right heading 220° (orthogonal to our

current flight path) until UAB columns.
Then turn left heading 180° towards Tibidabo.
Finally, turn right heading 284° to leave the ATZ south

of W point.
Avoid overflying Sant Cugat and Cerdanyola del Vallès.

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000- LFR 2 AERODROMES (XX): 01-02-03-04-05-06

• An additional VFR point, NE (Mossos), is used when departing from
Rwy 31.
• Following the takeoff, when at safe altitude, we should turn right
and follow the C-58, directly to NE.
• Once over NE, we should fly either the heading 039° (if flying
eastbound or northbound) or the heading 239° (if flying
westbound or southbound).
• We will use 040° (Eastbound) and 240° (Westbound).

VFR Departure RWY 31 (Eastbound)
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VFR Departure RWY 13 (Westbound)
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VFR Departure RWY 13 (Eastbound)

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Echo Point (East Arrival)

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NE Point
Joining left base RWY 13

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1. Runways 13 and 31.

2. These correspond to magnetic, rather than true headings of 130° and 310° (more precisely,
127° and 307°).
3. Dimensions: 1050m x 30m.
4. Rough guide to know the width: multiply the number of vertical lines by 4 (e.g. LELL has 8
lines).
5. Threshold is the beginning of the portion of a runway which is usable for landing.
6. Threshold of runway 31 is displaced 150m.
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7. Displacement is designated by a series of arrows. According to the AIP,

it is not usable for either takeoff or land. Thus, there is 900 m of
usable surface. We do, however, use it for takeoff.
8. According to the AIP, the helicopters takeoff from the taxiway, (not
from the runway) and do so in the direction of the runway in use.
Aerial view of the displaced threshold at RWY 31.

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When leaving the runway, however, it must be crossed. Unless authorized to proceed to parking, the aircraft shall stop just
after crossing it.
The Pattern A is the holding position and shall not be crossed without the authorization from the Tower
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2.1.5. Helicopters procedure in LELL (landing)
A helicopter proceeds from Castellar del Vallès with the

intention of landing at LELL. What path should be flown for
the approach?
1) Heading 240º skirting Bellaterra followed by headings 050º or 070º depending on the runway in use.
2) Proceed to heading 060º skirting Bellaterra for a heading of 050º or 070º depending on the runway in use
3) They should fly the same circuit as the airplanes.
4) Helicopters cannot enter at LELL via Castellar del Vallès.
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2.1.6. Communications Failure procedure in LELL
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2.1.6. Communications Failure procedure LELL
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2.2. GIRONA AIRPORT- LEGE
2.2.1. General information LEGE
1. Hours of operation: H24. https://aip.enaire.es/AIP/#LEGE
2. It has both ATZ and CTR (Control Zone): the ATZ is marked by the dotted line, the CTR by the dashed line.
3. CTR is defined as a volume of controlled airspace, normally around an airport, which extends from the surface to a specified upper limit,
established to protect air traffic operating to and from that airport.
4. We are obliged to report 5 minutes before entering its CTR by contacting the APP (not TWR) at 120.9.
5. There are 4 VFR reporting points: SW (Castell de Montsoriu), SE (Tossa de Mar), E (La Bisbal d’Empordà) and W (Les Planes d’Hostoles).
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2.2.2. LEGE AIP Charts
6. Coming from LELL, we will normally enter the

Girona CTR via SW and SE points.
RWY 02 / RWY 20
7. Be careful not to confuse Castell de Montsoriu (SW
point) with a nearby Castell de Farners, as they are
both built on a hill.
https://aip.enaire.es/AIP/#LEGE
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RWY 02 / RWY 20
Castell de Montsoriu (SW Point)

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RWY 02 / RWY 20
Castell de Farners
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2.3. REUS AIRPORT- LERS
2.3.1. General information LERS
https://aip.enaire.es/AIP/#LERS
1. LERS also has both the ATZ and CTR (Control Zone).
2. Unlike LEGE, we must contact LERS in advance informing them of our arrival.
3. We will normally enter the CTR of Reus at E (Roda de Berà) at max. 2000 AMSL or N point (Montblanc) at max. 3000
AMSL.
4. Additionally, there are S (L’Hospitalet de l’Infant) and W (Falset) VFR reporting points.
5. We must contact the APP (128.875) 5 minutes prior to entering the CTR at the mentioned VFR points and inform them
of our intentions.
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2.3. REUS AIRPORT- LERS
2.3.2. LERS AIP Charts
Accordingly, when entering the CTR at E point, we should report approximately

RWY 07 / RWY 25
when near El Vendrell.
https://aip.enaire.es/AIP/#LERS
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2.4. UNCONTROLLED AIRPORT- LEIG (ÒDENA-IGUALADA)
2.4.1. General Information LEIG
1. The Airport in Òdena-Igualada (LEIG) is uncontrolled.
2. We should communicate 5 minutes before reaching the airfield on the

frequency (123.175).
3. First, we should inform other traffic of our position, altitude, and intentions.
4. Secondly, we should ask about traffic information.
https://guiavfr.enaire.es/#AD/LEIG
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2.4. UNCONTROLLED AIRPORT- LEIG (ÒDENA-IGUALADA)
2.4.1. General Information LEIG
https://guiavfr.enaire.es/#AD/LEIG
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000- LFR 3- FILING AN ATC FLIGHT PLAN (I): 01-02-03-04-05-06
https://notampib.enaire.es/icaro
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000- LFR 3- FILING AN ATC FLIGHT PLAN (II): 01-02-03-04-05-06
https://notampib.enaire.es/icaro An ATC flight plan consists of items, most of which need

to be filled in by the student pilot.
1) “Date of Flight” is to be inserted following the format

DD/MM/YY.
2) “ARCID” stands for Aircraft Identification or more

precisely our callsign. According to ICAO, there should be
no spaces or punctuation marks in-between the letters
and numbers comprising the identification. E.g. ARK5AA.
3) “Flight Rules” refer to four categories: VFR (V), IFR (I),

VFR followed by IFR (Z) and IFR followed by VFR (Y). At
LELL, only V and Z flight plans are issued.
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https://notampib.enaire.es/icaro 4) “Type of flight”. “S” stands for scheduled air service, “N”
for non-scheduled air service, “G” for general aviation, “M”
for military and “X” for other than the preceding services.
We will always choose X.
5) “No.” refers to the number of airplanes, if flown in the

formation flight. This box is not filled in for the school
flights.
6) “Type” refers to the type of aircraft. We will insert DV20.
7) “Wake Turb. Cat.” (Wake Turbulence Category) refers to

light (“L”, ≤ 7000 kg), medium (“M”, 7001-135 999 kg)
and heavy (“H”, ≥ 136 000 kg).
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8) “Equipment” refers to COM and NAV equipment. DA20 has VHF radio (abbreviated “V”) and two VOR instruments (abbreviated “O”). If it were provided with the ILS instrument
(abbreviated “L”), it would amount to standard equipment (abbreviated “S”). Since it doesn’t have the ILS, we will write “VO”.
9) “SSR Equipment” refers to our transponder (Secondary Surveillance Radar). We should fill in the box with C (it has both code and altitude indication).
10) “ADEP” is aerodrome of departure. It is a 4 letter ICAO code (in most cases, we fill in with LELL).
11) “EOBT” is estimated off-block time which must be inserted in UTC hours (W: LT-1, S: LT-2)
12) “ADES” is destination aerodrome. (If both ADEP and ADES are one and the same aerodrome, the flight is said to be local flight).
13) “EET” stands for Estimated Elapsed Time. As the slots in Aero Link are 2 hours, the students fly approximately 01:30 so we should usually write this in the box.
14) “ALTN” refers to alternate aerodromes. Here, we insert normally LEGE and LERS.
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15) “Cruising speed”. This refers to our TAS (true airspeed) and it amounts
to 90 knots, written as “N0090”. We always start off with “N” and there
are always 4 digits. If it were 120 knots, we would write “N0120”.
16) “Cruising level”. Here we put “VFR”. We are flying the altitude rather
than flight level (we’re flying with our QNH).
17) “Route”. We omit this item. It is used when the flight is in part or
entirely an IFR.
ONLY FOR IFR FLIGHTS

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18) “Other information”
“REG”. This refers to a

5 letter national
registration mark (e.g.
ECKAH). Note that “E”
stands for “España”
and “C” stands for
“Civil”. The last 3
letters individuate a
certain aircraft (e.g.
“KAH”). Do not use
“OPR” or the “Operator”
punctuation mark or
item should have “Aerolink”
space in between any
written in it.
of the letters. The
flight plan won’t be
filed.
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18) “Other information”
“RMK” or Remarks should include the following:
“TRAINING FLIGHT, S.P. [Name and Last Name], DNI/NIE/Passport [Number]
TEL. [Number], INSTRUCTOR [Name and Last Name], DNI/NIE [Number].”
For solo flights, instead of “INSTRUCTOR”, we write “SUPERVISOR”.
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19) “Supplementary Information”
“Endurance” refers to fuel endurance.

For DA20, it is approximately 4
hours, and so the box should be
filled in as “04:00”
“Emergency radio”. Insert “E” which

“Persons on board”. For dual flights, abbreviates the “ELT”, Emergency
insert “002”; for solo flights “001”. Locator Transmitter. Depending on

the type, it is automatically
“Pilot-in-Command” box should contain your instructor’s name and last activated upon impact and broadcast
name or, in the case of a solo flight, your name and last name. In distinctive signals on designated
both cases, it should be followed by the DNI/NIE number. frequencies
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19) “Supplementary Information”
“Color of the aircraft and significant markings”. Here we normally insert “White aircraft with red tail”. The word “aircraft”
can be omitted.
If correctly filed, the ATC flight plan is accepted by the ARO office.
Finally, it is essential to advise ATS of cancellation, delay or any changes to the flight plan.
The Flight Plan Office telephone number: 937 282 110
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4.1. REQUESTING NOTAMS & METAR/TAF
“NOTAM” is the abbreviation for

“Notices for Airmen”. It is also
referred to as to “Bulletin”.
Accordingly, we choose “Bulletin
Request” at the main page.
We need to fill in the box

When finished, click “Accept” at with ICAO codes for relevant
the bottom of the page and go aerodromes.
to “Requested Bulletins”. https://notampib.enaire.es/icaro
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4.1. REQUESTING NOTAMS & METAR/TAF

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4.2. REQUESTING METEOROLOGICAL INFORMATION

Airport & Alternate airports
Prior to every flight, we will

obtain 4 types of meteorological
information from ama.aemet.es:
METAR/ TAF/ SIGNIFICANT CHARTS
& WIND CHARTS
Significant charts
https://ama.aemet.es
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000- LFR 4- REQUESTING NOTAMS & WEATHER REPORTS (IV): 01-02-03-04-05-06
4.3. INTERPRETING SIGNIFICANT WEATHER CHARTS
67/97
000- LFR 4- REQUESTING NOTAMS & WEATHER REPORTS (V): 01-02-03-04-05-06
4.3. INTERPRETING SIGNIFICANT

WEATHER CHARTS
68/97
000- LFR 4- REQUESTING NOTAMS & WEATHER REPORTS (VI): 01-02-03-04-05-06
4.4. INTERPRETING WIND CHARTS
After we identify our region of flight, we

proceed to write down the wind direction and
its intensity.
69/97
000- LFR 4- REQUESTING NOTAMS & WEATHER REPORTS (VII): 01-02-03-04-05-06
4.5. INTERPRETING A METAR

CODE MEANING
SKC SKY CLEAR = Despejado (0/8)
OKTA: Unit of measure used to describe the observable cloudiness at a given
location, such as a weather station. Sky conditions are estimated in terms of FEW FEW = Escasas (1-2/8)
how many eighths of the sky are covered by clouds. SCT SCATTERED = Dispersas (3-4/8)
BKN BROKEN = Muy nuboso (5-7/8)
0 OKTAS: CLEAR SKY TO 8 OKTAS: FULLY COVERED SKY. OVC OVERCAST = Cubierto (8/8)
CODE MEANING IMPORTANT INFORMATION:

CB CUMULONIMBUS
- METAR: Meteorological Aerodrome Report.
TCU TOWERING CUMULUS- Cumulus Congestus.
- At LELL, it is published every half an hour (referenced to UTC).
NSC NO SIGNIFICANT CLOUDS- Sin nubes significativas.
We must carry onboard the METAR of Aerodrome of departure,
VV VERTICAL VISIBILITY- Visibilidad vertical (mucha neblina/precipitaciones).
Aerodrome of destination, and Alternate aerodromes.
CIG CEILING- Techo de nubes (capa más baja de nubes “encapotada”).
70/97
000- LFR 4- REQUESTING NOTAMS & WEATHER REPORTS (VIII): 01-02-03-04-05-06
- In certain occasions, we can takeoff despite low visibility

- For a special VFR flight, we can takeoff whenever the VIS is higher than 3000m.
Note, however, that special VFR is not allowed at ATZ. Given that LELL only has ATZ (no CTR or CTA), you should not ask for
the special VFR as it will be always denied.
- If visibility is low (e.g. 4000 m), LELL will be closed until the visibility improves.
- There can be more than one visibility reported: however, it is always counted as the lowest one: e.g. if visibility in SE
direction is 4000m and in all other directions is 9999, the METAR will state that it is 4000m SE and the aerodrome will be
closed.
71/97
000- LFR 4- REQUESTING NOTAMS & WEATHER REPORTS (IX): 01-02-03-04-05-06
Scattered clouds at 12000ft

ICAO (3-4/8)
METAR publication
Airport Wind direction
(DAY/TIME(UTC))
code Variable between
220º & 300º Light rain QNH
Horizontal visibility: Temperature/Dew

Possible windshear Wind 260º 10Km or more Point
in all runways 12kts/Gusty 25kts (M- P+)
Fwe clouds at Electrical storm in
6000ft (1-2/8) the last hours
No significant changes
72/97
000- LFR 4- REQUESTING NOTAMS & WEATHER REPORTS (X): 01-02-03-04-05-06
“CAVOK” or “Ceiling and Visibility OK” refers to the following set of

conditions:
(1) No cloud < 5000ft or below the highest MSA, whichever is
higher.
(2) No cumulonimbus (CB) or towering cumulus (TCU).
(3) Visibility 10 km or more (i.e. “9999”).
(4) NOSIG or no significant weather in the vicinity of the
aerodrome (no precipitation, TS, shallow fog o low drifting snow).
73/97
000- LFR 4- REQUESTING NOTAMS & WEATHER REPORTS (XI): 01-02-03-04-05-06
4.6. INTERPRETING A TAF
1. TAF or Terminal Aerodrome Forecast is published each 24

hours at LELL.
2. The format is similar to that of METAR, but it has more
information.
3. Normally, TAF predicts the highest and lowest air temperature,
cloud cover, winds and gusting, rain, possible fog and mist.
74/97
000- LFR 4- REQUESTING NOTAMS & WEATHER REPORTS (XII): 01-02-03-04-05-06
4.6. INTERPRETING A TAF 1- AIRPORT (CÓDIGO OACI)

2- DATE AND TIME (UTC)
INITIAL CONSIDERATIONS: 3- WIND (INTENSITY-KTS AND DIRECTIONº)

4- VISIBILITY (M)
VISIBILITY, RAIN AND OTHERS 5- CLOUDS
Code Meaning Code Meaning PREFIX

FG Fog- Niebla HZ Haze- Calima/bruma Code Meaning
BR Mist- Neblina VA Volcanic Ash- Ceniza volcánica RE Recent- Reciente
SA Sand- Arena DS Dust Storm- Tormenta de polvo -/+ Débil, Severo
PO Remolino de polvo o arena DZ Drizzle- Llovizna Mi Shallow- Bajo
SH Showers- Chubascos RA Rain- Lluvia BC Bancos
SN Snow- Nieve SG Snow Grains- Granos de nieve BL Blowing- Soplando
PE Ice Pellets- Cristales de hielo GR Hail- Granizo VC Vicinity- En las proximidades
GS Granizo pequeño SQ Turbonada DR Viento poca altura
SS Sand Storm- Tormenta de arena TS Thunderstorm- Tormenta eléctrica FZ Freezing- Superenfriado
75/97
000- LFR 4- REQUESTING NOTAMS & WEATHER REPORTS (XIII): 01-02-03-04-05-06
4.6. INTERPRETING A TAF

Validity TAF: 07-16h UTC
Day 16
TAF publication time Horizontal
ICAO Airport (DAY/TIME(UTC)) visibility: 10Km or
Code Wind 150º/10kts more
Scattered clouds Broken clouds at Horizontal

3000ft Probability 30% visibility: 7000m
at 1200ft
(3-4/8) (5-7/8) Temporarily
between 07-13h
UTC… Light rain
76/97
000- LFR 5- VFR COMMUNICATIONS (I): 01-02-03-04-05-06
5.1. GENERAL RTF PHRASEOLOGY

-“BREAK BREAK” = Used by the ATC (not by the pilot) to
convey “I hereby indicate that separation between messages
- Radio frequencies, altimeter setting (QNH), runway number, flight level,
transmitted to different aircraft”
headings, wind direction and speed, and transponder codes are all pronounced
-“MONITOR” vs “CONTACT”: Monitor = Listen out on the
digit-by-digit (e.g. QNH “1013” is pronounced as one zero one three, not one
following frequency; Contact = Call.
thousand thirteen)
-“STANDBY” = The pilot should NOT reply to this message as
- Altitude, cloud height, visibility and RVR are pronounced as a number (e.g. the ATC controller will contact us shortly.
2500ft is read as two thousand five hundred feet) -“READBACK” = The pilot should read back the information
- The word “decimal” is always pronounced (e.g. 127.7 is to be read as “one received upon which the ATC controller may respond with
two seven decimal seven”; the word “decimal” should never be omitted). “Readback is correct” .
- Number 9 is pronounced as “niner”.
77/97
000- LFR 5- VFR COMMUNICATIONS (II): 01-02-03-04-05-06
5.1. GENERAL RTF PHRASEOLOGY
- Do NOT use “over” or “out”
- Do NOT use “yes” or “no” (instead, “affirm” and “negative” should be used). Do NOT confuse “affirm” with
“affirmative”, only the former is to be used.
- Do NOT use plain English if possible to use the standard phraseology instead:
1. ❌ “Uhm, could you please repeat what you just said, I didn’t hear it well, it’s noisy in the
aircraft”
2. ✅ “Say again”
3. ❌ “Well, right now, I don’t think I see any aircraft, but I will continue looking and if I see
something I’ll get back to you”
4. ✅ “Negative contact, looking out”

78/97
000- LFR 5- VFR COMMUNICATIONS (III): 01-02-03-04-05-06
5.2. READABILITY
Both the ATC and pilot may ask “How do you read?” (meaning
“What is the readability of my transmission?”)
In reply, the addressee will say “I read you…” (1-5) with the
following meanings:
1 = Unreadable.
2 = Readable now and then.
3 = Readable but with difficulty.
4 = Readable.
5 = Perfectly readable.
79/97
000- LFR 5- VFR COMMUNICATIONS (IV): 01-02-03-04-05-06
5.3. FLIGHT COMMUNICATIONS

5.3.1. Taxiing for refuelling in LELL
1. When asking for taxi instructions to go to R3 or hangar, we use the aircraft

registration as our callsign, not the AeroLink callsign.
2. “Sabadell Ground, EC-KAH, good morning”
3. “EC-KAH, Sabadell Ground, good morning, go ahead”.
4. “At R2, stand 222, request taxi instructions to R3 for refueling, EC-KAH” .
5. “EC-KAH, taxi to S1 and hold short”.
6. Taxi to S1 and hold short, EC-KAH.
7. “EC-KAH, cross runway via S1-S2”.
8. “Crossing runway via S1-S2, EC-KAH”.

R2 R3
80/97
000- LFR 5- VFR COMMUNICATIONS (V): 01-02-03-04-05-06
5.3.1. Taxiing for refuelling in LELL
81/97
000- LFR 5- VFR COMMUNICATIONS (VI): 01-02-03-04-05-06

5.3.2. Taxiing to holding point in LELL
1. “Sabadell TWR, ARK5AA, good morning ”
2. “ARK5AA, Sabadell TWR, go ahead.”
3. “At R2, stand 222, request taxi instructions for a visual local flight,
with departure to the east, ARK5AA.”
4. “ARK5AA, taxi to holding point runway 13, QNH 1013, squawk 7123”
5. “Taxi to holding point runway 13, QNH 1013, squawk 7123, ARK5AA”
6. (“ARK5AA, Readback correct)

82/97
000- LFR 5- VFR COMMUNICATIONS (VII): 01-02-03-04-05-06

- A squawk code uses digits from 0 to 7.
- Prior to your flight, it is useful to write on your kneeboard: “RWY”, “QNH” and - For visual (V) flights, it normally begins with number 7.
“Squawk”, as the ATC controller will give us the information in this order. We may - “Recycle” means to reselect the assigned mode and code.
also fill in runway and QNH on our own, inspecting the latest METAR.
- NB: Rwy 13 has two holding points TA and TB: We will always choose TB as it
gives us a longer takeoff distance
- In case of traffic congestion, will be asked to hold short of T2.
83/97
000- LFR 5- VFR COMMUNICATIONS (VIII): 01-02-03-04-05-06
IMPORTANT INFORMATION:
7500: To be used when the aircraft is hijacked.
7600: To be used when you’re not able to transmit and/or receive

communications by radio. - Modes “A” (code) and “C” (altitude or ALT).
7700: To be used when your aircraft is experiencing an emergency - Given that our transponders have C capability, we
situation. will always takeoff with transponder set at ALT (by

turning the knob or pressing the button).
84/97
000- LFR 5- VFR COMMUNICATIONS (IX): 01-02-03-04-05-06

- “ARK5AA, at holding point, RWY 13, ready for
5.3.3. Requesting departure in LELL
departure”
— “ARK5AA, traffic on final, hold position” - (Alternatively, we could say “ARK5AA, ready”.
(To be replied: “Holding position, ARK5AA”)
- Under no circumstance shall we use the term
— “ARK5AA, line up and wait, runway 13”
“takeoff” prior to being given the takeoff clearance.
(To be replied: “Line up and wait, runway 13, ARK5AA”)
(This change was made due to the accident at
—“ARK5AA, are you ready for immediate takeoff”
(To be replied: “Affirm, ARK5AA” or “Negative, ARK5AA”) Tenerife in 1977 with 2 Boeing 747). 1
— “ARK5AA, wind 120 degrees, 04 knots, runway 13, cleared for
takeoff”
(To be replied: “Cleared for takeoff, runway 13, ARK5AA”)
2
85/97
000- LFR 5- VFR COMMUNICATIONS (X): 01-02-03-04-05-06

5.3.4. Leaving the ATZ in LELL - “5 miles out, ARK 5AA”
- —“ARK 5AA, monitor Barcelona approach, 131.125. Have
a nice flight”
- “Monitor Barcelona approach, 131.125. ARK 5AA. Thank
you, bye.”
86/97
000- LFR 5- VFR COMMUNICATIONS (XI): 01-02-03-04-05-06
5.3.5 Traffic Information
- “Barcelona approach, ARK 5AA good morning”

- — “ARK 5AA, Barcelona approach, good morning”
- “At 2500ft over the area of Martorell, request traffic
information, ARK 5AA”
- “ARK 5AA, a traffic in the opposite direction, 4 miles
- —“ARK 5AA, no traffic reported in the area.”
away. Do you have the traffic in sight?”
“Copied traffic information, thank you, ARK 5AA”.
- “Negative contact. Looking out. ARK5AA”
- “Traffic in sight. ARK5AA”
87/97
000- LFR 5- VFR COMMUNICATIONS (XII): 01-02-03-04-05-06
- We should call 5 minutes prior to entering the VFR reporting point 5.3. FLIGHT COMMUNICATIONS
5.3.6. Entering the CTR of LERS

- When overflying El Vendrell (5 min before reaching E point): “Reus Approach, ARK5AA, good morning”
- — “ARK5AA, Reus Approach, good morning, go ahead.”
- “Approaching E point at 2000ft, request entering the CTR of Reus with the intention of landing,
ARK5AA”
- —“ARK5AA, approved. Proceed to E point and call me when over the Port of Tarragona”
- “Proceeding to E point and will call once over the Port of Tarragona, ARK5AA”.
- “Reus approach, over Tarragona at 2000 t, request instructions for approach, ARK5AA”.
- — “ARK5AA, runway in use 25, join left base and report when on final”.
- “Will join left base runway 25 and report when on final, ARK5AA”.
88/97
000- LFR 5- VFR COMMUNICATIONS (XIII): 01-02-03-04-05-06
5.3.7. Returning to LELL ATZ (Via E or N)
- “Sabadell TWR, ARK5AA, hello again, ”.

- — “ARK5AA, Sabadell TWR, hello again, go ahead”.
- “Approaching E point at 2500 ft. Request instruction for approach. ARK5AA”.
- — “ARK5AA, join the left base runway 13” [Reply: “Join the left base runway 13, ARK5AA”].
- — “ARK5AA, orbit around the present position, I will call you back” [“Orbiting around the present position, ARK5AA”. NB:
unless otherwise requested, you should always orbit (i.e. make 360°) on your LEFT, as this is the side you see better].
89/97
000- LFR 5- VFR COMMUNICATIONS (XIV): 01-02-03-04-05-06
5.3.8. Joining the Base in LELL
- When making a turn from the downwind towards the base, inform the TWR by saying “Joining the left/right base, runway
13/31”.
- It will always be: “Left base runway 13” and “Right base runway 31” .
90/97
000- LFR 5- VFR COMMUNICATIONS (XV): 01-02-03-04-05-06
5.3.9. Wind check
- Wind information is requested by words “wind check”. Note that it is not

necessary to use one’s callsign (“wind check” will suffice).
- When given the wind information, it is not required to be read back
- When flying at 2000ft (e.g. in the circuit) or higher, the wind is different
than the wind we will have during our landing: at 2000ft, the wind is
geostrophic and is different from the wind on the ground (surface wind) as
it is 50% stronger and 30° more clockwise.
91
91/97
000- LFR 5- VFR COMMUNICATIONS (XVI): 01-02-03-04-05-06
5.3.10. Clearance to land
- “ARK5AA, wind 130 degrees, 04 knots, runway 13 cleared to land”.

- “Cleared to land, runway 13, ARK5AA” .
92/97
000- LFR 5- VFR COMMUNICATIONS (XVII): 01-02-03-04-05-06
5.3.11. Go Around
- “ARK 5AA, Go around! I repeat, go around!”
- “Going around, ARK5AA”.
- We may be also instructed to “Break right” or “Break left” and

may ourselves propose “Going around, breaking right”.
- This means that we will immediately turn to the side reported.
93/97
000- LFR 5- VFR COMMUNICATIONS (XVIII): 01-02-03-04-05-06
5.3.12. Vacating runway
- —“ARK5AA, expedite vacating the runway, traffic on final”.
- “Runway vacated, ARK5AA” (only after crossing the Pattern A).
- —“ARK5AA, taxi to parking. Bye”.
- “Taxiing to parking, ARK5AA, bye”.
94/97
000- LFR 6. BIBLIOGRAPHY (I): 01-02-03-04-05-06
BIBLIOGRAPHY
95/97
000- LFR 6. BIBLIOGRAPHY (II): 01-02-03-04-05-06
BIBLIOGRAPHY
1. AIRMET: https://en.wikipedia.org/wiki/AIRMET
2. SIGMET: https://www.aviationweather.gov/sigmet
3. METAR: https://mediawiki.ivao.aero/index.php?title=METAR_explanation
4. OXFORD AVIATION ACADEMY- ATPL GROUND TRAINING SERIES: METEOROLOGY (FOUTRH EDITION)
5. Download VFR (VAC 1) and GMC charts of LELL, LEGE and LERS at: https://ais.enaire.es/AIP/AIPS/AMDT_308_2018_AIRAC_11_12_2018/AIP.html
6. Webpage to file an ATC flight plan and NOTAM is: https://notampib.enaire.es/icaro/restricted/index.jsp
7. Webpage to request meteorological information is: http://ama.aemet.es/inicio
8. Useful app for METAR, TAF and NOTAM is AeroWeather (available in free version).
9. Useful app for VFR routing is Google Earth.
10. The best app for meteorological forecast is Windy (windy.com).
96/97
000- LFR 6. BIBLIOGRAPHY (III): 01-02-03-04-05-06
MANY THANKS FOR YOUR ATTENTION!

97/97

LFR Local Flight Rules Rev 3

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000- LOCAL FLIGHT RULES (LFR)

AEROLINK FLIGHT ACADEMY

SYLLABUS REFERENCE SYLLABUS DETAILS AND ASSOCIATED LEARNING OBJECTIVES

SYLLABUS REFERENCE SYLLABUS DETAILS AND ASSOCIATED LEARNING OBJECTIVES

SYLLABUS REFERENCE SYLLABUS DETAILS AND ASSOCIATED LEARNING OBJECTIVES

SYLLABUS REFERENCE SYLLABUS DETAILS AND ASSOCIATED LEARNING OBJECTIVES

In this subject we will see the general use

1.1. LOCAL FLIGHT DEFINITION

What do we understand by local flight?

Aerodrome Traffic Zones (ATZ): Around controlled aerodromes. Their function is

Control Zone and Control Area:

2.1. SABADELL AIRPORT- LELL

2.1.1. General Information

ICAO CODE: LELL

3) It is forbidden to start up the engines before and after these hours.

(See: AIP España, Document: LELL)

2.1. SABADELL AIRPORT- LELL

2.1.1. General Information

Sabadell Tower (TWR): 121.600

Sabadell Ground (GMC/APP): 120.800

Barcelona Approach (Eastbound): 131.125

Barcelona Approach (Westbound): 127.700

Igualada Airport: 123.175 (Uncontrolled)

(GMC stands for Ground Movement Control)

2.1. SABADELL AIRPORT- LELL

2.1.1. General Information

2.1. SABADELL AIRPORT- LELL

2.1.1. General Information

2.1. SABADELL AIRPORT- LELL

2.1.1. General Information

2.1. SABADELL AIRPORT- LELL

2.1.1. General Information

2.1. SABADELL AIRPORT- LELL

2.1.1. General Information

2.1. SABADELL AIRPORT- LELL

2.1.1. General Information

2.1. SABADELL AIRPORT- LELL

2.1.2. LELL AIP Charts EAST DEPARTURE

2.1. SABADELL AIRPORT- LELL

2.1. SABADELL AIRPORT- LELL

2.1.3. The ATZ & TMA Barcelona

• LELL has ATZ (Aerodrome Traffic Zone).

2.1. SABADELL AIRPORT- LELL

2.1.3. The ATZ & TMA Barcelona

• The ATZ shall be crossed from E to N (or viceversa) at 3000ft.

• Note that E and N points should be approached at the altitude of 2500ft.

2.1. SABADELL AIRPORT- LELL

2.1.3. The ATZ & TMA Barcelona

Terminal Manoeuvring Area (TMA)

2.1. SABADELL AIRPORT- LELL

2.1.4. Traffic circuit LELL

- The elevation of LELL is 485ft AMSL or 148m.

- Distinguish between AGL and AMSL: the former vertical distance,

- Altitude ≠ elevation: although both are referenced to the MSL,

2.1. SABADELL AIRPORT- LELL

2.1.4. Traffic circuit LELL

- There are 5 segments in a traffic pattern: upwind,

2.1. SABADELL AIRPORT- LELL

2.1. SABADELL AIRPORT- LELL