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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 <br />13.123 ft <br />13.123 ft4 m <br />
Coordinates 41° 17' 33.51" N, 2° 5' 10.32" E
Runways
Designator Length Width Surface ROPS
2/20 2540 m8,333.333 ft <br /> 45 m147.638 ft <br /> ASP yes/yes
07L/25R 3552 m11,653.543 ft <br /> 45 m147.638 ft <br /> ASP yes/yes
07R/25L 2660 m8,727.034 ft <br /> 60 m196.85 ft <br /> ASP yes/yes


METAR
Observation LEBL 121130Z 24019KT 9999 FEW040 20/09 Q1013 NOSIG
Station Barcelona / Aeropuerto
Date/Time 12 May 2021 11:30:00
Wind direction 240°
Wind speed 19 kts
Lowest cloud amount few clouds
Temperature 20°C
Dew point 9°C
Humidity 49%
QNH 1013 hPa
Weather condition n/a

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

International airport 6 nm11,112 m <br />11.112 km <br />36,456.693 ft <br /> 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.)
  • A320 / E145, vicinity Barcelona Spain, 2019 (On 27 September 2019, an Airbus A320 and an Embraer 145 both inbound to Barcelona and being positioned for the same Transition for runway 25R lost separation and received and followed coordinated TCAS RAs after which the closest point of approach was 0.8nm laterally when 200 feet vertically apart. The Investigation found that the experienced controller involved had initially created the conflict whilst seeking to resolve another potential conflict between one of the aircraft and a third aircraft inbound for the same Transition and having identified it had then implemented a faulty recovery plan and executed it improperly.)

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