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Birmingham International Airport

From SKYbrary Wiki

Name Birmingham International Airport
Region Europe
Territory United Kingdom GB.gif
Location Elmdon, England
Serving Birmingham
Elevation 99.974 m <br />328 ft <br />328 ft99.974 m <br />
Coordinates 52° 27' 12.91" N, 1° 44' 50.53" W
Designator Length Width Surface ROPS
6/24 1315 m4,314.304 ft <br /> 30 m98.425 ft <br /> ASP no/no
15/33 2605 m8,546.588 ft <br /> 46 m150.919 ft <br /> ASP yes/yes

Observation EGBB 141320Z 32008KT 270V360 9999 FEW028 SCT044 21/14 Q1021
Station Birmingham / Airport
Date/Time 14 June 2021 13:20:00
Wind direction 320°
Wind speed 08 kts
Lowest cloud amount few clouds
Temperature 21°C
Dew point 14°C
Humidity 64%
QNH 1021 hPa
Weather condition n/a

Birmingham Airport



International airport serving Birmingham and the West Midlands conurbation.


Temperate Marine climate/Oceanic climate (Köppen climate classification Cfb). Moderately cool summer and comparatively warm winter with a temperature range of only 14°C57.2 °F <br />287.15 K <br />516.87 °R <br />. Prevailing south-westerly winds from the Atlantic Ocean.



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Airport Layout

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Accidents & Serious Incidents at or in vicinity of EGBB

  • A310, vicinity Birmingham UK, 2006 (On 24 November 2006, an A310 descended significantly below cleared altitude during a radar vectored approach positioning, as a result of the flight crew's failure to set the QNH, which was unusually low.)
  • A320, vicinity Birmingham UK, 2019 (On 26 August 2019, an Airbus A320 attempted two autopilot-engaged non-precision approaches at Birmingham in good weather before a third one was successful. Both were commenced late and continued when unstable prior to eventual go-arounds, for one of which the aircraft was mis-configured causing an ‘Alpha Floor’ protection activation. A third non-precision approach was then completed without further event. The Investigation noted an almost identical event involving the same operator four months later, observing that all three discontinued approaches appeared to have originated in confusion arising from a slight difference between the procedures of the aircraft operator and AIP plates.)
  • B463 / PA38 Birmingham UK, 1999 (On 28 April 1999, a BAe 146-300 departing Birmingham began its daylight take off from Runway 33 without ATC clearance just prior to the touchdown of a PA38 on the intersecting runway 06. Collision was very narrowly avoided after the Controller intervened and the BAe 146 rejected its take off, just missing the PA38 which had stopped just off the runway 33 centreline. The Investigation noted the 146 pilots belief that a take off clearance had been issued but also that no attempt appeared to have been made to read it back or confirm it with the First Officer.)
  • B733, Birmingham UK, 2009 (On 6 February 2009, the crew of a Boeing 737-300 departing Birmingham successfully rejected take off from well above V1 when it became clear to the First Officer as handling pilot, that it was impossible to rotate. The Investigation found that cause of the rotation difficulty was that the crew had failed to set the stabiliser trim to the appropriate position for take off after delaying this action beyond the normal point in pre flight preparations because ground de icing was in progress and not subsequently noticing.)
  • B733, Birmingham UK, 2012 (On 21 September 2012, an Aurela Boeing 737-300 lost directional control and left the paved surface when attempting to turn off the landing runway at Birmingham expeditiously to avoid the following aircraft having to go around. The Investigation noted that the range of the approaching aircraft - still 2.5nm as the incident aircraft began to clear the runway - had not been communicated and concluded that the speed of the aircraft had been inappropriate for the prevailing wet surface conditions as well as unnecessary to prevent a go around by the following aircraft.)

... further results