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Name Basel/Mulhouse/Freiburg
Region Europe
Territory France FR.gif
Location Saint-Louis, Alsace
Coordinates 47° 35' 54.39" N, 7° 31' 23.22" E
Designator Length Width Surface ROPS
8/26 1819 m5,967.848 ft
60 m196.85 ft
CON yes/yes
15/33 3900 m12,795.276 ft
60 m196.85 ft
CON yes/yes

Observation LFSB 031230Z 12008KT 090V150 9999 FEW033 BKN250 05/M00 Q1004 NOSIG
Station Bale-Mulhouse
Date/Time 03 December 2020 12:30:00
Wind direction 120°
Wind speed 08 kts
Lowest cloud amount few clouds
Temperature 5°C
Dew point
Humidity 70%
QNH 1004 hPa
Weather condition n/a

EuroAirport Basel-Mulhouse-Freiburg



EuroAirport Basel-Mulhouse-Freiburg is an international airport 6 km3.24 nm
6,000 m
19,685.039 ft
northwest of Basel (Switzerland), 22 km11.879 nm
22,000 m
72,178.478 ft
southeast of Mulhouse (France), and 70 km37.797 nm
70,000 m
229,658.793 ft
south of Freiburg (Germany). It is located in France, on the administrative territory of the commune of Saint-Louis near the Swiss and German borders.


Temperate Marine climate/Oceanic climate (Köppen climate classification Cfb). Moderately cool summer and comparatively warm winter. Prevailing south-westerly winds from the Atlantic Ocean.



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Airport Layout

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Accidents & Serious Incidents at or in vicinity of LFSB

  • A320, Basel-Mulhouse-Freiburg France, 2014 (On 6 October 2014, an A320 crew requested, accepted and commenced an intersection takeoff at Basel using reduced thrust performance data based on the originally anticipated full length takeoff which would have given 65% more TODA. Recognition of the error and application of TOGA allowed the aircraft to get airborne just before the runway end but the Investigation found that a rejected take off from high speed would have resulted in an overrun and noted that despite changes to crew procedures after a similar event involving the same operator a year earlier, the relevant procedures were still conducive to error.)
  • E190 / D328, Basel Mulhouse France, 2016 (On 7 March 2016, an Embraer 190 entered the departure runway at an intersection contrary to an ATC instruction to remain clear after neither a trainee controller nor their supervisor noticed the completely incorrect readback. An aircraft taking off in the opposite direction was able to rotate and fly over it before either controller noticed the conflict. The Investigation was told that the crew of the incursion aircraft had only looked towards the left before lining up and concluded that the event had highlighted the weakness of safety barriers based solely on the communications and vigilance of pilots and controllers.)