Fog overwhelms BCN 23rd Dec
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Fog overwhelms BCN 23rd Dec
From Aviation Herald:
Spain was under the influence of a large high pressure system. The day in Barcelona had thus been clear, the high humidity however created increasing fog in the evening requiring low visibility procedures invoked at Barcelona Airport leaving only runway 25R available for approaches. As result more and more aircraft needed to be sent into holds around Barcelona, the approach frequency became more and more busy until there were transmissions nearly without any interruptions around 20:15L (19:15Z). The approach controller at that time was advising aircraft checking in on frequency, that their approach times would be around about 19:50Z, centers around Barcelona TMA showed a 40 minutes holding time for all aircraft inbound Barcelona.
The scenario became increasingly critical, a number of crews holding around Barcelona were considering their options and inquired about their estimated approach times. Initially the controller was still able to provide such estimates. During those exchanges the controller announced, that only Girona was in the clear and available as alternate aerodrome, all other aerodromes were under restrictions due to weather too. The controller ended most of his transmissions with "Break! Break!" in order the issue the next instruction to some other aircraft. By about 19:15Z the controller acknowledged nearly all requests for estimated approach times with "I'll call you, break! break!"
It was obvious that despite the obvious overload on approach frequency with aircraft still handed off to approach by surrounding centers there were no suitable steps taken by supervisors to assist the controller or reduce his workload thus permitting his workload grow beyond capacity, so that fuel emergencies became inevitable. The situation worsened further out of hand when at 19:30Z the controller needed to state that Barcelona was full (meaning no parking space remained available) and a few minutes later needed to state that Girona had run full as well prompting a pilot comment "Let the aircraft land and put them on taxiways, carpark, roof ... but on the ground!". The controller was subsequently able to state that Palma Mallorca was open as an alternate aerodrome and in the clear.
A number of aircraft decided to divert to French Airports like Marseille or Perpignan, the controller specifically thanked every crew diverting to France.
A Transavia Boeing 737-800, registration PH-HZV performing flight HV-5133 from Amsterdam (Netherlands) to Barcelona,SP (Spain), joined a hold at 18:41Z and was eventually vectored onto final ILS approach to Barcelona's runway 25R at 19:25Z when the aircraft went around from low altitude (below 800 feet) and in contact with some other frequencies set course to divert to Girona. At 19:28Z the approach controller announced "to all stations, there has been a Mayday now, please stand by", the controller subsequently referred to a Transavia aircraft having declared emergency and diverting to Girona. The only other Transavia flight HV-6787 in the region was on approach frequency at that time and maintained standard communication. HV-5133 landed safely in Girona at 19:43Z.
A Monarch Airlines Airbus A321-200, registration G-OZBP performing flight ZB-274 from London Gatwick,EN (UK) to Barcelona, entered a hold at 18:50Z. Starting 19:16Z the crew was told "only one more round", again "only one more hold, sorry". At 19:20Z the crew requested with increasing concern in their voice "standing by for descent, please" with no reply. At 19:22Z the crew inquired "can we make the approach this time in now?", controller's reply was "roger, stand by, only one more hold". The crew advised categorically they needed to make the approach after this round. A minute later the aircraft was cleared for further descent and handed off to final approach control. The aircraft touched down on Barcelona's runway 25R at 19:38Z.
An Air France Airbus A319-100, registration F-GRHR performing flight AF-2048 from Paris Charles de Gaulle (France) to Barcelona,SP (Spain), had entered a hold at FL220 at 19:10Z when at 19:17Z the crew declared "urgency" and requested an estimated approach time followed by the reply "I'll call you". At 19:20Z the crew again inquired "We need the approach time". The aircraft eventually landed at Barcelona at 19:56Z.
An Easyjet Airbus A319-100, registration G-EZAZ performing flight U2-3923 from Paris Charles de Gaulle (France) to Barcelona, joined a hold at FL210 at 19:10Z, at 19:22Z the crew refused the instruction to descend to FL130 again stating they had already requested their diversion to Girona, controller replied "roger, stand by, perhaps this time will be the same because there are many traffics now in Girona, break! break!". The crew decided to divert to Perpignan (France), where the aircraft landed safely at about 19:57Z.
An Easyjet Airbus A319-100, registration G-EZFU performing flight U2-7207 from Liverpool,EN (UK) to Barcelona,SP (Spain), joined the hold at FL230 at 19:16Z. At 19:21Z the crew requested to divert to Girona, the controller replied "Roger, stand by, break!". Two more requests to divert to Girona were acknowledged "stand by". Upon the fourth request to divert to Girona at 19:27Z the controller asked "confirm you want to divert to Girona" and finally issued vectors to Girona. The aircraft landed safely in Girona at 20:01Z.
Metars:
LEBL 232200Z 24014KT 0500 R25R/P2000 R07L/1900N R07R/1900N R25L/P2000 FG BKN002 12/12 Q1020 NOSIG
LEBL 232130Z 23014KT 2000 BR BKN002 12/12 Q1020 NOSIG
LEBL 232100Z 23012KT 3000 BR BKN002 12/12 Q1020 NOSIG
LEBL 232030Z 22014KT 3000 BR BKN002 12/12 Q1020 NOSIG
LEBL 232000Z 22012KT 1500 BR BKN002 12/12 Q1020 NOSIG
LEBL 231930Z 24012KT 1500 BR BKN002 13/12 Q1020 NOSIG
LEBL 231900Z 23014KT 2000 BR SCT002 13/12 Q1019 NOSIG
LEBL 231830Z 23014KT 0400 R25R/1300VP2000D R07L/1100N R07R/1000U R25L/0750V1400U BCFG SCT002 BKN010 13/12 Q1019 NOSIG
LEBL 231800Z 23012KT 3000 R07R/0800N R25L/0750V1600D BR SCT001 13/13 Q1019 NOSIG
LEBL 231730Z 23011KT CAVOK 14/12 Q1019 NOSIG
LEBL 231746Z 23012KT 5000 R07R/1200VP2000D BR FEW002 14/13 Q1019 NOSIG
LEBL 231700Z 23012KT CAVOK 15/12 Q1019 NOSIG
LEBL 231630Z 23011KT CAVOK 15/11 Q1019 NOSIG
LEBL 231600Z 24014KT CAVOK 16/10 Q1019 NOSIG
LEBL 231530Z 24010KT CAVOK 17/11 Q1019 NOSIG
LEBL 231500Z 24010KT CAVOK 17/11 Q1019 NOSIG
TAF:
LEBL 232003Z 2318/2418 23010KT 1500 BR OVC002 TX16/2413Z TN10/2406Z TEMPO 2320/2410 0600 FG PROB30 TEMPO 2322/2406 0200 FG=
LEBL 231833Z 2318/2418 23010KT CAVOK TX16/2413Z TN10/2406Z BECMG 2319/2321 30006KT BECMG 2318/2319 0800 FG TEMPO 2318/2418 0200 FG BECMG 2408/2410 22010KT=
LEBL 231700Z 2318/2418 23010KT CAVOK TX16/2413Z TN10/2406Z BECMG 2319/2321 30006KT PROB30 2319/2324 BKN010 PROB40 2400/2418 BKN010 BECMG 2408/2410 22010KT=
LEBL 231100Z 2312/2412 23010KT 9999 FEW025 TX16/2313Z TN10/2406Z BECMG 2319/2321 30006KT PROB30 2319/2324 BKN010 PROB40 2400/2412 BKN010=
Spain was under the influence of a large high pressure system. The day in Barcelona had thus been clear, the high humidity however created increasing fog in the evening requiring low visibility procedures invoked at Barcelona Airport leaving only runway 25R available for approaches. As result more and more aircraft needed to be sent into holds around Barcelona, the approach frequency became more and more busy until there were transmissions nearly without any interruptions around 20:15L (19:15Z). The approach controller at that time was advising aircraft checking in on frequency, that their approach times would be around about 19:50Z, centers around Barcelona TMA showed a 40 minutes holding time for all aircraft inbound Barcelona.
The scenario became increasingly critical, a number of crews holding around Barcelona were considering their options and inquired about their estimated approach times. Initially the controller was still able to provide such estimates. During those exchanges the controller announced, that only Girona was in the clear and available as alternate aerodrome, all other aerodromes were under restrictions due to weather too. The controller ended most of his transmissions with "Break! Break!" in order the issue the next instruction to some other aircraft. By about 19:15Z the controller acknowledged nearly all requests for estimated approach times with "I'll call you, break! break!"
It was obvious that despite the obvious overload on approach frequency with aircraft still handed off to approach by surrounding centers there were no suitable steps taken by supervisors to assist the controller or reduce his workload thus permitting his workload grow beyond capacity, so that fuel emergencies became inevitable. The situation worsened further out of hand when at 19:30Z the controller needed to state that Barcelona was full (meaning no parking space remained available) and a few minutes later needed to state that Girona had run full as well prompting a pilot comment "Let the aircraft land and put them on taxiways, carpark, roof ... but on the ground!". The controller was subsequently able to state that Palma Mallorca was open as an alternate aerodrome and in the clear.
A number of aircraft decided to divert to French Airports like Marseille or Perpignan, the controller specifically thanked every crew diverting to France.
A Transavia Boeing 737-800, registration PH-HZV performing flight HV-5133 from Amsterdam (Netherlands) to Barcelona,SP (Spain), joined a hold at 18:41Z and was eventually vectored onto final ILS approach to Barcelona's runway 25R at 19:25Z when the aircraft went around from low altitude (below 800 feet) and in contact with some other frequencies set course to divert to Girona. At 19:28Z the approach controller announced "to all stations, there has been a Mayday now, please stand by", the controller subsequently referred to a Transavia aircraft having declared emergency and diverting to Girona. The only other Transavia flight HV-6787 in the region was on approach frequency at that time and maintained standard communication. HV-5133 landed safely in Girona at 19:43Z.
A Monarch Airlines Airbus A321-200, registration G-OZBP performing flight ZB-274 from London Gatwick,EN (UK) to Barcelona, entered a hold at 18:50Z. Starting 19:16Z the crew was told "only one more round", again "only one more hold, sorry". At 19:20Z the crew requested with increasing concern in their voice "standing by for descent, please" with no reply. At 19:22Z the crew inquired "can we make the approach this time in now?", controller's reply was "roger, stand by, only one more hold". The crew advised categorically they needed to make the approach after this round. A minute later the aircraft was cleared for further descent and handed off to final approach control. The aircraft touched down on Barcelona's runway 25R at 19:38Z.
An Air France Airbus A319-100, registration F-GRHR performing flight AF-2048 from Paris Charles de Gaulle (France) to Barcelona,SP (Spain), had entered a hold at FL220 at 19:10Z when at 19:17Z the crew declared "urgency" and requested an estimated approach time followed by the reply "I'll call you". At 19:20Z the crew again inquired "We need the approach time". The aircraft eventually landed at Barcelona at 19:56Z.
An Easyjet Airbus A319-100, registration G-EZAZ performing flight U2-3923 from Paris Charles de Gaulle (France) to Barcelona, joined a hold at FL210 at 19:10Z, at 19:22Z the crew refused the instruction to descend to FL130 again stating they had already requested their diversion to Girona, controller replied "roger, stand by, perhaps this time will be the same because there are many traffics now in Girona, break! break!". The crew decided to divert to Perpignan (France), where the aircraft landed safely at about 19:57Z.
An Easyjet Airbus A319-100, registration G-EZFU performing flight U2-7207 from Liverpool,EN (UK) to Barcelona,SP (Spain), joined the hold at FL230 at 19:16Z. At 19:21Z the crew requested to divert to Girona, the controller replied "Roger, stand by, break!". Two more requests to divert to Girona were acknowledged "stand by". Upon the fourth request to divert to Girona at 19:27Z the controller asked "confirm you want to divert to Girona" and finally issued vectors to Girona. The aircraft landed safely in Girona at 20:01Z.
Metars:
LEBL 232200Z 24014KT 0500 R25R/P2000 R07L/1900N R07R/1900N R25L/P2000 FG BKN002 12/12 Q1020 NOSIG
LEBL 232130Z 23014KT 2000 BR BKN002 12/12 Q1020 NOSIG
LEBL 232100Z 23012KT 3000 BR BKN002 12/12 Q1020 NOSIG
LEBL 232030Z 22014KT 3000 BR BKN002 12/12 Q1020 NOSIG
LEBL 232000Z 22012KT 1500 BR BKN002 12/12 Q1020 NOSIG
LEBL 231930Z 24012KT 1500 BR BKN002 13/12 Q1020 NOSIG
LEBL 231900Z 23014KT 2000 BR SCT002 13/12 Q1019 NOSIG
LEBL 231830Z 23014KT 0400 R25R/1300VP2000D R07L/1100N R07R/1000U R25L/0750V1400U BCFG SCT002 BKN010 13/12 Q1019 NOSIG
LEBL 231800Z 23012KT 3000 R07R/0800N R25L/0750V1600D BR SCT001 13/13 Q1019 NOSIG
LEBL 231730Z 23011KT CAVOK 14/12 Q1019 NOSIG
LEBL 231746Z 23012KT 5000 R07R/1200VP2000D BR FEW002 14/13 Q1019 NOSIG
LEBL 231700Z 23012KT CAVOK 15/12 Q1019 NOSIG
LEBL 231630Z 23011KT CAVOK 15/11 Q1019 NOSIG
LEBL 231600Z 24014KT CAVOK 16/10 Q1019 NOSIG
LEBL 231530Z 24010KT CAVOK 17/11 Q1019 NOSIG
LEBL 231500Z 24010KT CAVOK 17/11 Q1019 NOSIG
TAF:
LEBL 232003Z 2318/2418 23010KT 1500 BR OVC002 TX16/2413Z TN10/2406Z TEMPO 2320/2410 0600 FG PROB30 TEMPO 2322/2406 0200 FG=
LEBL 231833Z 2318/2418 23010KT CAVOK TX16/2413Z TN10/2406Z BECMG 2319/2321 30006KT BECMG 2318/2319 0800 FG TEMPO 2318/2418 0200 FG BECMG 2408/2410 22010KT=
LEBL 231700Z 2318/2418 23010KT CAVOK TX16/2413Z TN10/2406Z BECMG 2319/2321 30006KT PROB30 2319/2324 BKN010 PROB40 2400/2418 BKN010 BECMG 2408/2410 22010KT=
LEBL 231100Z 2312/2412 23010KT 9999 FEW025 TX16/2313Z TN10/2406Z BECMG 2319/2321 30006KT PROB30 2319/2324 BKN010 PROB40 2400/2412 BKN010=
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So, the TAF's issued at 11 & 17Z (the ones the crews concerned would have seen) had nothing at all in them to give concern, only 9999 & CAVOK. The one issued at 1833Z (which a waitress in the airport cafe could have given ) gave 800m tempo 200m.
Duff, seriously duff, forecasting, seen that a few times in Barcelona & Girona.
Not the 1st time I left GRO on a Winter eve with a wonderful forecast, & , following a wistful gaze at the apron lights during my walkround between Sector 2 & 3/4 decided that min fuel would NOT be the order of the day for the last sector. . . usually I was justified in my pessimism. I used to wonder if the forecasters in GRO ever actually looked out the bloody window
Another "fact is stranger than fiction" point. . . I cannot find any reference here whatsoever to Ryanair
Que Pasa ?
Duff, seriously duff, forecasting, seen that a few times in Barcelona & Girona.
Not the 1st time I left GRO on a Winter eve with a wonderful forecast, & , following a wistful gaze at the apron lights during my walkround between Sector 2 & 3/4 decided that min fuel would NOT be the order of the day for the last sector. . . usually I was justified in my pessimism. I used to wonder if the forecasters in GRO ever actually looked out the bloody window
Another "fact is stranger than fiction" point. . . I cannot find any reference here whatsoever to Ryanair
Que Pasa ?
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Duff, seriously duff, forecasting, seen that a few times in Barcelona & Girona.
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I was flying in that area that night, we diverted to Girona. Nothing on the forecasts, everywhere was supposed to be CAVOK... 
Spanish ATC was at its best as usual, giving priorities to departing traffic (Spanish Airlines with slots ) rather than bringing the holding airplanes safely to the ground.
The Transavia was low on fuel, he opted to land on runway 02 in GRO (20 was the one in use).
I talked with the pilots of the plane parked next to us, they were given the number 15 in the queue for the hold over BCN, they diverted to GRO.
Quite a night, almost made me miss Christmas at home
Spanish ATC was at its best as usual
, giving priorities to departing traffic (Spanish Airlines with slots ) rather than bringing the holding airplanes safely to the ground. The Transavia was low on fuel, he opted to land on runway 02 in GRO (20 was the one in use).
I talked with the pilots of the plane parked next to us, they were given the number 15 in the queue for the hold over BCN, they diverted to GRO.
Quite a night, almost made me miss Christmas at home
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Do I understand correctly from the above that there was exactly one controller managing this whole mess ?
But hey, if you see how they "manage" it on a CAVOK day...
Last edited by sarah737; 30th Dec 2012 at 08:00.
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sounds like PMI in mid summer with a massive slow moving CB sitting right over the field! Absolute pandemonium, overload and meltdown. The only big difference is that in those days we carried quite a bit more fuel 'just in case'.
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ATC at LEBL
With fog or CBs at LEBL, the biggest problem is the ATC. They just dont know how to manage the sitution in a safe and effective way. My advise is to put some extra fuel in your pocket and be prepared to divert.
Last edited by Dusthog; 30th Dec 2012 at 10:01.
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So it appears there was unforecast weather and a badly overloaded single ATCO on Approach.
Have you all filed ASR's against the Spanish authorities?Was the unit correctly staffed? As an approach controller the first thing I do (when things are becoming brisk or an unforeseen event occurs) is get someone else in beside me. The bare minimum is a second pair of eyes and someone who can co-ordinate EAT's or (usually by phone) diversions leaving me to do the basics of vectoring .To do it alone is madness.
Stopping departures may lead to ground congestion and that MIGHT impact on the (already)very low landing rate but would greatly ease the pressure on the APP controller.
I would be filing an Overload report with my management if I were him.
Have you all filed ASR's against the Spanish authorities?Was the unit correctly staffed? As an approach controller the first thing I do (when things are becoming brisk or an unforeseen event occurs) is get someone else in beside me. The bare minimum is a second pair of eyes and someone who can co-ordinate EAT's or (usually by phone) diversions leaving me to do the basics of vectoring .To do it alone is madness.
Stopping departures may lead to ground congestion and that MIGHT impact on the (already)very low landing rate but would greatly ease the pressure on the APP controller.
I would be filing an Overload report with my management if I were him.
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As an approach controller the first thing I do (when things are becoming brisk or an unforeseen event occurs) is get someone else in beside me. The bare minimum is a second pair of eyes and someone who can co-ordinate EAT's or (usually by phone) diversions leaving me to do the basics of vectoring .To do it alone is madness.
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bille1319,
You are guilty of believing what the press put out, as mandated by the govt a couple of years back.
Some of the guys on the old contracts are still doing very well, but in all honesty no better than they should, it is merely that we are all being brainwashed in this industry (and many others ) to believe we deserve less.
The guys recruited in recent times, whilst not exactly starving, are neither being paid a kings ransom.
You really shouldn't believe everything you read in the press.
Anyway, proper staffing levels are still mandated by safety, regardless of how much/little the individuals earn. My experience of BCN has so far been , when the weather is bad (FOG or CB's) handle with (even more) caution. The difference on this occasion is that the 1st cock-up was courtesy of a duff forecast leaving all & sundry with less fuel than was ideal for the (unforecast) deterioration in the weather. Can happen anywhere, but some places cope better than others.
You are guilty of believing what the press put out, as mandated by the govt a couple of years back.
Some of the guys on the old contracts are still doing very well, but in all honesty no better than they should, it is merely that we are all being brainwashed in this industry (and many others ) to believe we deserve less.
The guys recruited in recent times, whilst not exactly starving, are neither being paid a kings ransom.
You really shouldn't believe everything you read in the press.
Anyway, proper staffing levels are still mandated by safety, regardless of how much/little the individuals earn. My experience of BCN has so far been , when the weather is bad (FOG or CB's) handle with (even more) caution. The difference on this occasion is that the 1st cock-up was courtesy of a duff forecast leaving all & sundry with less fuel than was ideal for the (unforecast) deterioration in the weather. Can happen anywhere, but some places cope better than others.
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It would help if the controller gave incoming traffic a clear idea of how long they might have to wait.
Lets say the fog is unlikely to clear in under 30 mins so :-
You are number one, expect a delay of at least 30 minutes
You are number 10, expect a delay of at least 50 minutes
You are number 30, expect a delay of at least 90minutes.
With reasonable expectations more pilots would probably decide earlier on a diversion rather that hang around burning fuel in a futile hope of landing.
Lets say the fog is unlikely to clear in under 30 mins so :-
You are number one, expect a delay of at least 30 minutes
You are number 10, expect a delay of at least 50 minutes
You are number 30, expect a delay of at least 90minutes.
With reasonable expectations more pilots would probably decide earlier on a diversion rather that hang around burning fuel in a futile hope of landing.
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Was the unit correctly staffed?
- (AH 29 Dec) The Aviation Herald therefore took the unprecedented step of filing a letter indicating growing concerns regarding aviation safety in Spain with the International Civil Aviation Organization (ICAO) and Europe's Aviation Safety Agency (EASA) on Oct 9th 2012.
Last edited by Sunnyjohn; 30th Dec 2012 at 13:05. Reason: Incorrect quote marks
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This is why I don't like to plan my flights without alternates. Any why I don't like to fly into Spain without some extra fuel, even when the forecast says CAVOK.
How many aircraft declared "minimum fuel" or "Mayday, fuel"? I seriously doubt that all who had 30 minutes delays carried 30 minutes extra holding fuel?
How many aircraft declared "minimum fuel" or "Mayday, fuel"? I seriously doubt that all who had 30 minutes delays carried 30 minutes extra holding fuel?
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You really shouldn't believe everything you read in the press.
Anyway, proper staffing levels are still mandated by safety, regardless of how much/little the individuals earn. My experience of BCN has so far been , when the weather is bad (FOG or CB's) handle with (even more) caution. The difference on this occasion is that the 1st cock-up was courtesy of a duff forecast leaving all & sundry with less fuel than was ideal for the (unforecast) deterioration in the weather. Can happen anywhere, but some places cope better than others.
Anyway, proper staffing levels are still mandated by safety, regardless of how much/little the individuals earn. My experience of BCN has so far been , when the weather is bad (FOG or CB's) handle with (even more) caution. The difference on this occasion is that the 1st cock-up was courtesy of a duff forecast leaving all & sundry with less fuel than was ideal for the (unforecast) deterioration in the weather. Can happen anywhere, but some places cope better than others.