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Dublin Airport

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Airport
ICAO: EIDW – IATA: DUB
Summary
Name Dublin Airport
Region Europe
Territory Ireland IE.gif
Location Collinstown, Fingal
Serving Dublin
Elevation 73.762 m <br />242 ft <br />242 ft73.762 m <br />
Coordinates 53° 25' 40.91" N, 6° 15' 19.64" W
Runways
Designator Length Width Surface ROPS
10/28 2637 m8,651.575 ft <br /> 45 m147.638 ft <br /> CON yes/yes
11/29 1339 m4,393.045 ft <br /> 61 m200.131 ft <br /> ASP no/no
16/34 2072 m6,797.9 ft <br /> 61 m200.131 ft <br /> ASP yes/yes


METAR
Observation EIDW 212130Z 24007KT 200V290 9999 FEW022 SCT041 07/03 Q1019 NOSIG
Station Dublin Airport
Date/Time 21 October 2021 21:30:00
Wind direction 240°
Wind speed 07 kts
Lowest cloud amount few clouds
Temperature 7°C
Dew point 3°C
Humidity 75%
QNH 1019 hPa
Weather condition n/a

Dublin Airport

ICAO: EIDW IATA: DUB

Description

International airport serving the city of Dublin.

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 <br />287.15 K <br />516.87 °R <br />. 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 EIDW

  • A320, Dublin Ireland, 2017 (On 27 September 2017, an Airbus A320 being manoeuvred off the departure gate at Dublin by tug was being pulled forward when the tow bar shear pin broke and the tug driver lost control. The tug then collided with the right engine causing significant damage. The tug driver and assisting ground crew were not injured. The Investigation concluded that although the shear pin failure was not attributable to any particular cause, the relative severity of the outcome was probably increased by the wet surface, a forward slope on the ramp and fact that an engine start was in progress.)
  • A320, vicinity Dublin Ireland, 2015 (On 3 October 2015, an Airbus A320 which had just taken off from Dublin experienced fumes from the air conditioning system in both flight deck and cabin. A 'PAN' was declared and the aircraft returned with both pilots making precautionary use of their oxygen masks. The Investigation found that routine engine pressure washes carried out prior to departure have been incorrectly performed and a contaminant was introduced into the bleed air supply to the air conditioning system as a result. The context for the error was found to be the absence of any engine wash procedure training for the Operator's engineers.)
  • A321 / B738, Dublin Ireland, 2011 (On 21 May 2011, a Monarch Airlines A321 taxiing for departure at Dublin inadvertently taxied onto an active runway after failing to follow its taxi clearance. The incursion was not noticed by ATC but the crew of a Boeing 737 taking off from the same runway did see the other aircraft and initiated a very high speed rejected take off stopping 360 metres from it. The incursion occurred in a complex manoeuvring area to a crew unfamiliar with the airport at a location which was not a designated hot spot. Various mitigations against incursions at this position have since been implemented.)
  • AT76, Dublin Ireland, 2015 (On 23 July 2015, an ATR72-600 crew suspected their aircraft was unduly tail heavy in flight. After the flight they found that all passenger baggage had been loaded in the aft hold whereas the loadsheet indicated that it was all in the forward hold. The Investigation found that the person responsible for hold loading as specified had failed do so and that this failure had not been detected by the supervising Dispatcher who had certified the loadsheet presented to the aircraft Captain. Similar loading errors, albeit all corrected prior to flight, were found by the Operator to be not uncommon.)
  • AT76, vicinity Dublin Ireland, 2016 (On 2 September 2016, an ATR72-600 cleared to join the ILS for runway 28 at Dublin continued 800 feet below cleared altitude triggering an ATC safe altitude alert which then led to a go around from around 1000 feet when still over 5nm from the landing runway threshold. The Investigation attributed the event broadly to the Captain’s inadequate familiarity with this EFIS-equipped variant of the type after considerable experience on other older analogue-instrumented variants, noting that although the operator had provided simulator differences training, the -600 was not classified by the certification authority as a type variant.)

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