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Birmingham International Airport

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EGBB
Airport
ICAO: EGBB – IATA: BHX
Summary
Name Birmingham International Airport
Region Europe
Territory United Kingdom GB.gif
Location Elmdon, England
Serving Birmingham
Elevation 99.974 m <br />328 ft <br />328 ft99.974 m <br />
Coordinates 52° 27' 12.91" N, 1° 44' 50.53" W
Runways
Designator Length Width Surface ROPS
6/24 1315 m4,314.304 ft <br /> 30 m98.425 ft <br /> ASP no/no
15/33 2605 m8,546.588 ft <br /> 46 m150.919 ft <br /> ASP yes/yes


METAR
Observation EGBB 161420Z 22008KT 190V270 9999 BKN039 21/12 Q1016
Station Birmingham / Airport
Date/Time 16 September 2021 14:20:00
Wind direction 220°
Wind speed 08 kts
Lowest cloud amount broken clouds
Temperature 21°C
Dew point 12°C
Humidity 56%
QNH 1016 hPa
Weather condition n/a

Birmingham Airport

ICAO: EGBB IATA: BHX

Description

International airport serving Birmingham and the West Midlands conurbation.

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 EGBB

  • A310, vicinity Birmingham UK, 2006 (On 24 November 2006, an A310 descended significantly below cleared altitude during a radar vectored approach positioning, as a result of the flight crew's failure to set the QNH, which was unusually low.)
  • A320, vicinity Birmingham UK, 2019 (On 26 August 2019, an Airbus A320 attempted two autopilot-engaged non-precision approaches at Birmingham in good weather before a third one was successful. Both were commenced late and continued when unstable prior to eventual go-arounds, for one of which the aircraft was mis-configured causing an ‘Alpha Floor’ protection activation. A third non-precision approach was then completed without further event. The Investigation noted an almost identical event involving the same operator four months later, observing that all three discontinued approaches appeared to have originated in confusion arising from a slight difference between the procedures of the aircraft operator and AIP plates.)
  • ATP, Birmingham UK, 2020 (On 22 May 2020, a BAe ATP made a go around after the First Officer mishandled the landing flare at Birmingham and when the Captain took over for a second approach, his own mishandling of the touchdown led to a lateral runway excursion. The Investigation found that although the prevailing surface wind was well within the limiting crosswind component, that component was still beyond both their handling skill levels. It also found that they were both generally inexperienced on type, had not previously encountered more than modest crosswind landings and that their type training in this respect had been inadequate.)
  • B463 / PA38 Birmingham UK, 1999 (On 28 April 1999, a BAe 146-300 departing Birmingham began its daylight take off from Runway 33 without ATC clearance just prior to the touchdown of a PA38 on the intersecting runway 06. Collision was very narrowly avoided after the Controller intervened and the BAe 146 rejected its take off, just missing the PA38 which had stopped just off the runway 33 centreline. The Investigation noted the 146 pilots belief that a take off clearance had been issued but also that no attempt appeared to have been made to read it back or confirm it with the First Officer.)
  • B733, Birmingham UK, 2009 (On 6 February 2009, the crew of a Boeing 737-300 departing Birmingham successfully rejected take off from well above V1 when it became clear to the First Officer as handling pilot, that it was impossible to rotate. The Investigation found that cause of the rotation difficulty was that the crew had failed to set the stabiliser trim to the appropriate position for take off after delaying this action beyond the normal point in pre flight preparations because ground de icing was in progress and not subsequently noticing.)

... further results