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Madrid-Barajas Airport

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LEMD
Airport
ICAO: LEMD – IATA: MAD
Summary
Name Madrid-Barajas Airport
Region Europe
Territory Spain ES.gif
Location Barajas, Madrid, Comunidad de Madrid
Serving Madrid
Elevation 609.6 m <br />2,000 ft <br />2,000 ft609.6 m <br />
Coordinates 40° 29' 37.62" N, 3° 34' 2.47" W
Runways
Designator Length Width Surface ROPS
14L/32R 3500 m11,482.94 ft <br /> 60 m196.85 ft <br /> ASP no/no
14R/32L 4100 m13,451.444 ft <br /> 60 m196.85 ft <br /> ASP no/no
18L/36R 3500 m11,482.94 ft <br /> 60 m196.85 ft <br /> ASP no/no
18R/36L 4350 m14,271.654 ft <br /> 60 m196.85 ft <br /> ASP no/no


METAR
Observation LEMD 260800Z 27001KT CAVOK 10/03 Q1025 NOSIG
Station Madrid / Barajas
Date/Time 26 October 2021 08:00:00
Wind direction 270°
Wind speed 01 kts
Lowest cloud amount clouds and visibility OK
Temperature 10°C
Dew point 3°C
Humidity 61%
QNH 1025 hPa
Weather condition n/a

LOS
Tag(s) Parallel Runway Operation
RE
Tag(s) Engineered Materials Arresting System

Spain's principal international airport which serves the whole of central Spain.

Climatology

"Continental" Mediterranean climate - a variation fo the Mediterranean Climate with characteristics of a continental climate due to altitude and limited influence of the sea (Köppen climate classification Csa) - cool winters due to altitude, including sporadic snowfalls and minimum temperatures often below freezing. Summer tends to be hot and dry with significant diurnal temperature range.

Maps

Terrain

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Airport Layout

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Accidents & Serious Incidents at or in vicinity of LEMD

  • A320 (2) / CRJX (2) / B738 (3) / A332, vicinity Madrid Barajas Spain, 2018 (On 27 May 2018, four losses of separation on final approach during use of dependent parallel landing runways occurred within 30 minutes at Madrid following a non-scheduled weather-induced runway configuration change. This continuing situation was then resolved by reverting to a single landing runway. The Investigation attributed these events to “the complex operational situation” which had prevailed following a delayed decision to change runway configuration after seven consecutive go-arounds in 10 minutes using the previous standard runway configuration. The absence of sufficient present weather information for the wider Madrid area to adequately inform ATC tactical strategy was assessed as contributory.)
  • A332 / Vehicle, Madrid Spain, 2014 (On 17 October 2014, an Airbus A330-200 crew taking off from Madrid at night detected non-runway lights ahead as they accelerated through approximately 90 knots. ATC were unaware what they might be and the lights subsequently disappeared, and the crew continued the takeoff. A reportedly unlit vehicle at the side of the runway was subsequently passed just before rotation. The Investigation found that the driver of an external contractor's vehicle had failed to correctly route to the parallel runway which was closed overnight for maintenance but had not realised this until he saw the lights of an approaching aircraft.)
  • B735, vicinity Madrid Barajas Spain, 2019 (On 5 April 2019, a Boeing 737-500 crew declared an emergency shortly after departing Madrid Barajas after problems maintaining normal lateral, vertical or airspeed control of their aircraft in IMC. After two failed attempts at ILS approaches in unexceptional weather conditions, the flight was successfully landed at a nearby military airbase. The Investigation found that a malfunction which probably prevented use of the Captain’s autopilot found before departure was not documented until after the flight but could not find a technical explanation for inability to control the aircraft manually given that dispatch without either autopilot working is permitted.)
  • CRJX, Madrid Spain, 2015 (On 1 February 2015, a Bombardier CRJ 1000 departed from Pamplona with slush likely to have been in excess of the regulatory maximum depth on the runway. On landing at Madrid, the normal operation of the brake units was compromised by ice and one tyre burst damaging surrounding components and leaving debris on the runway, and the other tyre was slow to spin up and sustained a serious flat spot. The Investigation concluded that the Pamplona apron, taxiway and runway had not been properly cleared of frozen deposits and that the flight crew had not followed procedures appropriate for the prevailing conditions.)
  • DC93 / B722, Madrid Spain, 1983 (On 7 December 1983, a Boeing 727-200 taking off from Madrid in thick fog collided at high speed with a Douglas DC-9 which had not followed its departure taxi clearance to the beginning of the same runway. The DC-9 crew did not advise ATC of their uncertain location until asked for their position after non-receipt of an expected position report. The Investigation concluded that flight deck coordination on the DC-9 had been deficient and noted that gross error checks using the aircraft compasses had not been conducted. The airport was without any surface movement radar.)

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