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London Biggin Hill Airport

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EGKB
Airport
ICAO: EGKB – IATA: BQH
Summary
Name London Biggin Hill Airport
Region Europe
Territory United Kingdom GB.gif
Location Biggin Hill, London, England
Serving London
Elevation 182.575 m
599 ft
599 ft182.575 m
Coordinates 51° 19' 35.46" N, 0° 1' 52.68" E
Runways
Designator Length Width Surface ROPS
3/21 1802 m5,912.073 ft
45 m147.638 ft
ASP yes/yes
11/29 792 m2,598.425 ft
18 m59.055 ft
ASP yes/yes


METAR
Observation EGKB 111020Z 05010KT 9999 BKN030 07/00 Q1026
Station Biggin Hill
Date/Time 11 April 2019 10:20:00
Wind direction 50°
Wind speed 10 kts
Lowest cloud amount broken clouds
Temperature 7°C
Dew point 0°C
Humidity 61%
QNH 1026 hPa
Weather condition n/a

London Biggin Hill Airport

ICAO: EGKB IATA: BQH

Description

London Biggin Hill Airport is an airport at Biggin Hill in the London Borough of Bromley, located 12 nm22,224 m
22.224 km
72,913.386 ft
south southeast of London, United Kingdom. The airport was formerly the Royal Air Force station RAF Biggin Hill, and a small enclave on the airport still retains that designation.

Climatology

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
287.15 K
516.87 °R
. Prevailing south-westerly winds from the Atlantic Ocean.

Maps

Terrain

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Airport Layout

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Accidents & Serious Incidents at or in vicinity of EGKB

  • C500, vicinity Biggin Hill UK, 2008 (On 30 March 2008, a privately operated Cessna Citation 500 which had just taken off from Biggin Hill UK for Pau, France in day VMC reported ‘engine vibration’. Whilst positioning for a return to land, the aircraft descended and the pilots reported a major power problem just before it struck the side of a house killing all five occupants and destroying the house and adjacent property in the intense fire which followed.)
  • GLF3, Biggin Hill UK, 2014 (On 24 November 2014, the crew of a privately-operated Gulfstream III carrying five passengers inadvertently commenced take off at night in poor visibility when aligned with the runway edge instead of the runway centreline. When the aircraft partially exited the paved surface, the take-off was rejected but not before the aircraft had sustained substantial damage which put it beyond economic repair. The Investigation found that chart and AIP information on the taxiway/runway transition made when lining up was conducive to error and that environmental cues, indicating the aircraft was in the wrong place to begin take-off, were weak.)