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Geneva Cointrin International Airport

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LSGG
Airport
ICAO: LSGG – IATA: GVA
Summary
Name Geneva Cointrin International Airport
Region Europe
Territory Switzerland CH.gif
Location Meyrin, Geneve
Serving Geneva
Elevation 430.073 m
1,411 ft
1,411 ft430.073 m
Type large airport
Coordinates 46° 14' 17.03" N, 6° 6' 32.22" E
Runways
Designator Length Width Surface ROPS
5/23 3900 m12,795.276 ft
50 m164.042 ft
CON yes/yes
05L/23R 823 m2,700.131 ft
30 m98.425 ft
CAUTION: A /


METAR
Observation LSGG 220820Z AUTO VRB01KT CAVOK 07/M00 Q1031
Station Geneve-Cointrin
Date/Time 22 March 2019 08:20:00
Wind direction °
Wind speed 01 kts
Lowest cloud amount clouds and visibility OK
Temperature 7°C
Dew point
Humidity 61%
QNH 1031 hPa
Weather condition n/a


Geneva/Cointrin Airport

ICAO: LSGG IATA: GVA

Description

International airport serving Geneva.

Climatology

Humid “subtropical” climate (Köppen climate classification Cfa) - characterized by hot, humid summers and cool winters. Significant amounts of precipitation occur in all seasons in most areas. Winter rainfall (and snowfall) is associated with large storms that the westerlies steer from west to east. Most summer rainfall occurs during thunderstorms.

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Maps

Terrain

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Airport Layout

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Accidents & Serious Incidents at or in vicinity of LSGG

  • A320 / C56X, vicinity Geneva Switzerland, 2011 (On 17 August 2012, a Swiss A320 being positioned under radar vectors for arrival at Geneva was inadvertently vectored into conflict with a Cessna Citation already established on the ILS LOC for runway 23 at Geneva. Controller training was in progress and the Instructor had just taken control because of concerns at the actions of the Trainee. An error by the Instructor was recognised and de-confliction instructions were given but a co-ordinated TCAS RA still subsequently occurred. STCA was activated but constraints on access to both visual and aural modes of the system served to diminish its value.)
  • AT43, vicinity Geneva Switzerland, 2006 (On 29 March 2006 at about 1 mile from touchdown when in VMC on a night approach to destination Geneva, an ATR 42-300 being operated by Farnair on a cargo flight experienced a sudden electrical fire in the flight deck and an emergency was declared to ATC. Despite this situation the aircraft was able to land normally and vacate the runway via an RET after which it was forced to stop.)
  • B737 / B737, vicinity Geneva Switzerland, 2006 (On 11 May 2006, B737-700 taking off from Geneva came into close proximity with a Boeing Business Jet (BBJ) on a non revenue positioning flight which had commenced a go around from the same runway following an unstabilised approach. The Investigation attributed the conflict to the decision of ATC to give take off clearance to the departing aircraft when the approach of the inbound aircraft could have been seen as highly likely to result is a go around which would lead to proximity with the slower departing aircraft.)
  • B737 / F100, vicinity Geneva Switzerland, 2006 (On 29 December 2006, Geneva ATC saw the potential for runway 23 conflict between a departing 737 and an inbound F100 and instructed them to respectively reject take off and go around respectively. Although still at a relatively slow speed, the 737 continued its take off and subsequently lost separation in night IMC against the F100. The Investigation noted that take off clearance for the 737 had been delayed by a slow post-landing runway clearance by a business jet and that the 737 had not begun take off after clearance to do so until instructed to do so immediately.)
  • B738 / F100, Geneva Switzerland, 2014 (On 31 March 2014, a Geneva TWR controller believed it was possible to clear a light aircraft for an intersection take off ahead of a Fokker 100 already lining up on the same runway at full length and gave that clearance with a Boeing 737-800 6nm from touchdown on the same runway. Concluding that intervention was not necessary despite the activation of loss of separation alerts, the controller allowed the 737 to continue, issuing a landing clearance whilst the F100 was still on the runway. Sixteen seconds later, the 737 touched down three seconds after the F100 had become airborne.)