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Pekanbaru

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WIBB
Airport
ICAO: WIBB
Summary
Name Pekanbaru
Region Asia and Pacific
Territory Indonesia ID.gif
Location Pekanbaru
Serving
Coordinates 0° 27' 53.08" N, 101° 26' 47.10" E
Runways
Designator Length Width Surface ROPS
18/36 2243 m7,358.924 ft
30 m98.425 ft
ASP yes/yes


METAR
Observation WIBB 170700Z 00000KT 8000 SCT013 FEW017CB 30/25 Q1006
Station Pakanbaru / Simpangtiga
Date/Time 17 October 2019 07:00:00
Wind direction
Wind speed 00 kts
Lowest cloud amount scattered clouds
Temperature 30°C
Dew point 25°C
Humidity 74%
QNH 1006 hPa
Weather condition n/a

WX
Tag(s) Volcanic Ash

Sultan Syarif Qasim II International Airport

ICAO: WIBB IATA: HLP

Description

International airport serving Pekanbaru, Sumatra, Indonesia.

Climatology

Tropical Rainforest climate (Köppen climate classification Af) - almost no distinct seasons, average daily temperature around 27°C throughout the year. Extensive cloud cover and heavy rainfall prevent temperatures from rising much over 33°C. The diurnal temperature change is between 2°C and 5°C which is greater than the annual temperature range of 2°C. Rainfall is heavy and is usually convectional and in the afternoon.

Maps

Terrain

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Airport Layout

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Accidents & Serious Incidents at or in vicinity of WIBB

  • B732, Pekanbaru Indonesia, 2002 (On 14 January 2002, a Boeing 737-200, operated by Lion Air, attempted to complete a daylight take off from Pekanbaru, Indonesia without flaps set after a failure to complete the before take off checks. The rejected take off was not initiated promptly and the aircraft overran the runway. The take off configuration warning failed to sound because the associated circuit breaker was so worn that it had previously auto-tripped and this had not been noticed.)
  • B739, Pekanbaru Indonesia, 2011 (On 14 February 2011, a Lion Air Boeing 737-900 making a night landing at Pekanbaru overran the end of the 2240 metre long runway onto the stopway after initially normal deceleration largely attributable to the thrust reversers was followed by a poor response to applied maximum braking in the final 300 metres. Whilst performance calculations showed that a stop on the runway should have been possible, it was concluded that a combination of water patches with heavy rubber contamination had reduced the friction properties of the surface towards the end of the runway and hence the effectiveness of brake application.)