Familiarization Manual

Meteorological service The service will be covered while AFIS service is provided. The information provided by this service is detailed in AIP. Meteorology I Temperature Winters are cold (average of 3°C) and warm in summer (average 22°C) with a reference temperature of 30°C. Evolution chart of the temperatures by months: Months Average values during Average temperature (ºC)Maximum temperature (ºC)Minimum temperature(ºC)Thermal oscillation January2,810-2,112 February5,113-1,114,1 March8,716,41,914,4 April10,416,83,912,9 May14,621,38,113,2 June19,726,912,314,6 July21,528,913,915 August21,329,21415,2 September17,224,710,614,2 October12,319,46,912,5 November612,81,111,7 December2,99,4-1,410,8 Annual average11,919,15,713,4

Meteorology II Rains Rainfall show a modal distribution with two peaks in the months of May and September. The months of January and February are the driest in the year. There is an average of 10 days a year there can be snow in the infrastructure. Horizontal visibility and cloud ceilings The horizontal visibility does not affect the visual operation of passenger flights, standing visibility values exceeding 9,000m 90.7% of the time. The time frame in which the view is not adequate enough until 10.30am-11.00am in 4.17% of cases to less than 5,000 m visibility. The ceiling is in 82.6% of the cases over 2400 m.

Winds The dominant wind direction is from the southwest, towards the valley (SW) with a frequency of 18.1%. Other dominant directions, but with less intensity are WSW and W. The calmness is around 60-75% of the different observations done. The winds exceeding Kts account for only 0.1% of the observations. Meteorology III

Description of AFIS Service I  The AFIS service is provided on demand while in public use, according to AIP with PPR 48H. The schedules will be published by NOTAM, and also communicated through the airport website ( with 24 h in advance.  Flight information service: it will be provided to all aircrafts likely to be affected by this information.  Information provided to aircraft: wind/QNH /temperature, visibility, significant meteorological conditions in take-off area, weather: amount and height of clouds, aircraft / vehicle / staff in manoeuvre or near the airfield, aerodrome policies (works...). Inform aircraft moving in the manoeuvring area in order to avoid collisions.  Non-aerodrome transit: Personnel, including drivers of all vehicles, will request AFIS aircraft operations information before entering the maneuvering area

 Warning service to:  All aircrafts that air traffic service is provided  As far as possible, to all other aircraft which have submitted a Flight Plan.  All aircrafts known or suspected of being subjected to unlawful interference  If an aircraft accident occurred at the aerodrome or nearby  Information that may be endangered or already has endangered the safety of an aircraft, will be under the jurisdiction of the AFIS.  IF requested by the flight crew  When deemed necessary or convenient for other reasons.  Information to be provided to rescue and firefighting Description of AFIS Services II

Description of non-commercial operations at the aerodrome and its surroundings The ULM’s will ask for permission to operate under public use, according to AIP. The ULM’s must leave the FIZ one hour before the arrival of the expected commercial flight and can not enter the FIZ within 1 hour after the last commercial flight departure time. During the operation of commercial flights, there can be General Aviation operation flights but no ULM’s A B C ULM Average monthly operations by aircraft ICAO code letter in the aerodrome:

Environmental obstacles and orography I The Aerodrome La Seu d'Urgell-Andorra is a high mountain airfield located within the municipal boundaries of Montferrer i Castellbò and Ribera d'Urgellet in the Alt Urgell, Lleida, in the Central Pyrenees. The location of the infrastructure is in the valley through which flows the river Segre, at 801m above sea level. On both sides of the valley, the land rises to heights above 2,500 m. In the reverse direction of the Segre direction S-N to the airport, at the left there is the Coscollet Peak (1,611 m) and Pico Cogulló (1,655 m) at 15 NM and 7 NM to the runway respectively. Following in the same direction, at the right there is the Sierra de Odén, which reaches 2,323 m and the Sierra del Cadi, the highest peak, which reaches 2,648 m.

Environmental obstacles and orography II Currently there are no obstacles on the surfaces approach or take-off. Obstacles in the Inner horizontal and conical surfaces are in areas that do not affect the safety of operations from the points of notifying the FIZ. Referring to the transition surface, the lightning rod for control tower violates the surface but is properly marked out as specified in the AIP infrastructure. The transition surface at threshold 21 is affected by the mound Ensiula. The highest point of the mound reaches 866m altitude and violates both transition surface and the inner horizontal surface.

Environmental obstacles and orography III The wind that can generate disturbances is northwest wind. It can generate a zone of turbulence downwind from the Ensiula mound, it is a low wind occurrence (0.3%) at the airport and with gusts winds not exceeding 20 Kts. The airport is on the southern side of the Axial Pyrenees. When the wind from northwest is passing the orographic barrier of this mountains range it creates large mountain waves in the valley of the river Segre. This would affect the flight of aircrafts outside the area of the airfield itself. If the are northwesterly winds throughout the operation area of the aircrafts there will be strong turbulent winds, not only within the airport. Thus, due to the difficulties in the operation because this type of winds, it will be very difficult to have operations.

Other factors that may affect the operation Aircraft C will have limitations to use the PAPI at the 03 threshold. Will only be allowed to use threshold 21. For more information about the limitations of using PAPI: The approach to threshold 21 is limited, and the use of PAPI, until 2NM due to the topography of the surrounding terrain at the airport. This limitation is indicated in the AIP Visual procedures from reporting points to landing on both thresolds. Aircraft and helicopters operating at the airport have three reporting points (N, E, S) as published in the VAC letter available in the AIP. Companies should establish visual procedures necessaries to maintain altitude reporting and circuit infrastructure. Operators shall establish an appropriate circuit considering the orography. If any operator requires additional information to define the circuits: