Event Description
On Sunday, 27 May 2012, at approximately 05:00 UTC, a Boeing 737-800 (registration EI-EBN) operated by Ryanair, callsign RYR6363, was conducting an ILS approach to runway 02 at Barcelona-El Prat Airport. Simultaneously, an Airbus A320 (registration F-GJVG) operated by Air France, callsign AFR2349, was taxiing from stand 13 to the runway 25L holding point via taxiway K, which crosses runway 02.
The local controller had cleared RYR6363 to land. The ground controller (GSS) had cleared AFR2349 to cross runway 02. As AFR2349 approached the holding point K7, the local controller noticed the potential incursion and alerted the ground controller. At 04:59:58, AFR2349 transmitted "we cross," which was partially heard due to interference. The ground frequency was busy with other traffic.
At 05:00:30, the ground controller instructed AFR2349 to "hold position" and then immediately directed it to continue. The aircraft had already crossed the holding point and entered the runway. The local controller ordered RYR6363 to execute a go-around. AFR2349 continued taxiing and departed without further incident; RYR6363 landed safely on a subsequent approach.
ATC Personnel Information
The ground controller had over seven years of experience as a tower controller, including three years as an instructor and two as tower chief. He joined Barcelona tower in August 2011 and obtained unit endorsement in February 2012. His training included simulator refresher sessions, but runway 02/20 was closed for construction during his entire training period, so he had not practiced the nighttime configuration (ENR) with real operations.
The training department implemented three measures to address this: extended simulator training (five days instead of three), a planned supervisor presence during initial ENR work (not executed due to scheduling), and a restriction that the controller would not work as local controller in ENR until receiving practical training.
On the incident day, the controller went on duty at 20:00. The ENR configuration was established at 21:00, used until 22:00, and reestablished at 03:24 during his break. He returned to work and relieved another controller at the GSS position with ENR active, shortly before the scheduled change to daytime configuration (WRL).
Communications
At 04:57:48, the GSS controller cleared AFR2349 to taxi via LS, left on K, cross runway 02, and proceed to the 25L holding point. At 04:58:47, the local controller cleared RYR6363 to land on runway 02. At 04:59:58, AFR2349 transmitted "2349 we cross." After other communications, at 05:00:30, the GSS controller instructed AFR2349 to "hold position" then "continue now, continue please continue to holding point." The local controller then ordered a go-around. No mention of the stop bar at K7 was found in the recorded communications.
Eyewitness Statements
The GSS controller stated it was his first time working that position in ENR configuration. He was surprised to see a landing on 02, as he was accustomed to WRL operations. He recalled the supervisor stating RYR6363 would be the last landing on 02. He noted AFR2349 was the first aircraft taxiing from the south stand to 25L during his shift. He turned off the stop bar on K7, believing it was left on inadvertently.
The local controller saw AFR2349 crossing past the K7 holding point and warned the GSS controller. He ordered the go-around despite seeing AFR2349 stop.
The supervisor stated that the configuration change from ENR to WRL was coordinated with Barcelona Control Center starting at 04:40. It was agreed that RYR6363 would be the last arrival on 02.