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Barcelona/El Prat Airport

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LEBL
Airport
ICAO: LEBL – IATA: BCN
Summary
Name Barcelona/El Prat Airport
Region Europe
Territory Spain ES.gif
Location El Prat de Llobregat, Catalonia
Serving Barcelona
Elevation 4 m
13.123 ft
13.123 ft4 m
Coordinates 41° 17' 33.51" N, 2° 5' 10.32" E
Runways
Designator Length Width Surface ROPS
2/20 2540 m8,333.333 ft
45 m147.638 ft
ASP yes/yes
07L/25R 3552 m11,653.543 ft
45 m147.638 ft
ASP yes/yes
07R/25L 2660 m8,727.034 ft
60 m196.85 ft
ASP yes/yes


METAR
Observation LEBL 050130Z 32007KT CAVOK 05/00 Q0995 NOSIG
Station Barcelona / Aeropuerto
Date/Time 05 December 2020 01:30:00
Wind direction 320°
Wind speed 07 kts
Lowest cloud amount clouds and visibility OK
Temperature 5°C
Dew point 0°C
Humidity 70%
QNH 995 hPa
Weather condition n/a

LOS
Tag(s) Parallel Runway Operation
WX
Tag(s) Fog

International airport 6 nm11,112 m
11.112 km
36,456.693 ft
south west of Barcelona.

Climatology

Dry-summer subtropical ”Mediterranean" climate (Köppen climate classification Csa) - characterized by hot, dry summers and mild winters. During the summer, subtropical high pressure cells dominate, making rainfall unlikely except for the occasional thunderstorm. In the winter, periodic storms bring rain (snow at higher elevations).

Maps

Terrain

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Airport Layout

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Accidents & Serious Incidents at or in vicinity of LEBL

  • A319/A332, vicinity Barcelona Spain, 2012 (On 8 February 2012, a TCAS RA occurred between an Airbus A330 and an Airbus A319 both under ATC control for landing on runway 25R at Barcelona as a result of an inappropriate plan to change the sequence. The opposite direction aircraft both followed their respective RAs and minimum separation was 1.4 nm horizontally and 400 feet vertically. The Investigation noted that the use of Spanish to communicate with one aircraft and English to communicate with the other had compromised situational awareness of the crew of the latter who had also not had visual contact with the other aircraft.)
  • A320 / A321, vicinity Barcelona Spain, 2016 (On 25 July 2016, an Airbus A320 and an Airbus A321 both departing Barcelona and following their ATC instructions came into conflict and the collision risk was removed by the TCAS RA CLIMB response of the A320. Minimum separation was 1.2 nm laterally and 200 feet vertically with visual acquisition of the other traffic by both aircraft. The Investigation found that the controller involved had become preoccupied with an inbound traffic de-confliction task elsewhere in their sector and, after overlooking the likely effect of the different rates of climb of the aircraft, had not regarded monitoring their separation as necessary.)
  • A320 / B738 Barcelona Spain, 2012 (On 27 May 2012, an Airbus A320 departing Barcelona was cleared by GND to taxi across an active runway on which a Boeing 737-800 was about to land. Whilst still moving but before entering the runway, the A320 crew, aware of the aircraft on approach, queried their crossing clearance but the instruction to stop was given too late to stop before crossing the unlit stop bar. The 737 was instructed to go around and there was no actual risk of collision. The Investigation attributed the controller error to lack of familiarisation with the routine runway configuration change in progress.)
  • A320 / B738, vicinity Barcelona, Spain 2018 (On 6 July 2018, a Boeing 737-800 being positioned to join the intermediate approach sequence in the Barcelona CTR was obliged to take lateral avoiding action against an Airbus A320 ahead. The Investigation found that although both aircraft were in the same sector at the time, the controller had overlooked the presence of the A320 which had been transferred to the next sector before entering it prior to the controller involved routinely taking over the position. An on-screen alert to the developing conflict had not been seen by the controller. Minimum separation was 1.1nm laterally and 200 feet vertically.)
  • A321 / B734, Barcelona Spain, 2015 (On 25 November 2015, an Airbus A321 taxiing for departure at Barcelona was cleared across an active runway in front of an approaching Boeing 737 with landing clearance on the same runway by a Ground Controller unaware that the runway was active. On reaching the lit stop bar protecting the runway, the crew queried their clearance and were told to hold position. Noting that the event had occurred at the time of a routine twice-daily runway configuration change and two previous very similar events in 2012 and 2014, further safety recommendations on risk management of runway configuration change were made.)

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