Helsinki Airport

Aerodrome ATS Positions

Login Frequency Callsign Area of responsibility
EFHK_DEL 118.125 Helsinki Ground Ground movements on APN 1S and APN 9
EFHK_GND 121.800 Helsinki Ground Ground movements, except APN 1S and APN 9
EFHK_E_TWR* 118.600 Helsinki Tower Runway 04R/22L and 15/33
EFHK_W_TWR 118.850 Helsinki Tower Runway 04L/22R

*When controlling as a single tower unit, EFHK_E_TWR shall be used with Login code EFHK_TWR.


En route clearance

The IFR clearance is issued by the appropriate ground controller. It contains: Runway, SID/Heading (+ ALT) and squawk. DEL has to coordinate with approach controller if aircraft is unable to fly SID.

Ground good evening, AirBaltic 2PG, information W, QNH1011, Dash-8 on stand 9, request clearance to Riga.

Hello AirBaltic 2PG, cleared to Riga, runway 22L, KOIVU2F departure, squawk 2520. Target start-up time 41.

Cleared to Riga, runway 22L, KOIVU2F, squawk 2520, TSAT 41, AirBaltic 2PG.

AirBaltic 2PG, clearance correct.

Departing traffic from Helsinki above FL95 shall plan the route via EFHK departure connecting points.

Exceptions:

  • ARR EFTU via ADIVO Q1 EXUPA
  • ARR EFMA via ADIVO N872 PEPIG Y81 EBEBU
  • ARR EFUT via IDEPI

Departure routes south of Helsinki TMA are presented in Tallinn AIP and IVAO Helsinki FIR Letter of Agreement.


Ground Movement

Ground movements at all aprons (expect aprons 4 and 6) is handled by both Helsinki Ground stations.

It is recommended include all taxiways in the clearance. If no other instruction than aircraft stand is given the aircraft shall use the taxiway parallel to the runway to the taxiway closest to the assigned aircraft stand. Aircraft landed at runway 22L shall not vacate runway via taxiway ZG unless otherwise instructed or approved by ATC.

Finnair 706, wind 220 degrees 9 knots, runway 22L cleared to land. Zulu-Golf available.

Runway 22L cleared to land, ZG available, Finnair 706.

Finnair 706, runway 22L vacated ZH.

Finnair 706, taxi via Z, VM and AM, stand S52.


Departing traffic:

Ground shall clear departing traffic to a specific runway holding point. If runway 22R is in use, the preferred holding points are Y, ZD, ZG and ZS. The holding points may conflict with arrivals and needs to be coordinated with tower. Departing traffic parked southwest of stand 28 shall generally use ZG or ZS to cross 22L.

If runway 04R is in use, ground shall clear departing traffic to ZR or ZS and transfer to tower on taxiway Z (giving time for intersection departures from ZL).

If departing traffic has been cleared to use runway 22L via Y or runway 15 via Z, the outbound traffic shall be cleared to the corresponding holding point by Helsinki Ground.

If the departing runway is any other than above, ground shall coordinate with tower and agree where the aircrafts will be cleared to.

Finnair 3PA, startup and pushback approved facing northwest, QNH 1011.

Finnair 3PA, taxi via AW, AM, Z to holding point ZG.

Finnair 3PA, via ZG cross 22L, taxi holding WG.

De-icing takes place at either apron 8 (apron 8 is new and most likely not included in the scenery) or apron 6 depending on the departure runway. If runway 33 is in use for departure, de-icing may be conducted at apron 2. Stand 121 and 122 may also be used, if apron 8 is not operational.

Finnair 575, taxi via DF, Y, Z, VR and AV to AV1.

Finnair 575, contact remote de-icing coordinator 133.850.


Parking positions

The below table can be used as a general guideline for assigning parking positions at the airport. Be advised that at Helsinki-Vantaa the stands between 11 and 31 can be used basically by any European flights, so the table below is just a guideline that shows what is more commonly seen in real life.

Gate Usage
5-11 Nordic Regional airlines, Air Baltic, Turboprops
12-31 European flights, Schengen
32-34, 52-55 International flights, non-Schengen
Apron 1N, remote stands Medium commercial flights, Schengen
Apron 2 Cargo (heavy B744 stand 222)
Apron 3 General aviation, business (private medium stand 352)
Apron 4 Medium cargo flights, Helicopters

Preferential runway system

Selection of Runway-in-use is based on safety aspects and temporary restrictions concerning runway availability.

Landings:
1. RWY 15, 2. RWY 22L, 3. RWY 04L, 4. RWY 04R, 5. RWY 22R, 6. RWY 33
Departures:
1. RWY 22R, 2. RWY 22L, 3. RWY 04R, 4. RWY 33, 5. RWY 04L, 6. RWY 15

The use of runways in different situations:

Preferential Runway Operating Principle
OPEN V QJET
Arrivals runway 15
Departures runway 22R
Low flyover noise level Departures runway 22L
Runway Operating principle
Parallel RWY 22
Arrivals runway 22L, (22R)
Departures runway 22R
Low flyover noise level Departures runway 22L
Runway Operating principle in
northwesterly to easterly winds
Parallel RWY 04
Arrivals runway 04L, 04R
Departures runway 04R
Low flyover noise level Departures runway 15
Runway Operating principle
during low visibility
Open-T and Open-A
Arrivals runway 22R or 04L
Departures runway 15
Runway Operating principle
during night time
Arrivals runway 15
Departures runway 22R

Takeoff

In real life, departing traffic will maintain tower frequency until 1500ft, and then automatically contact Helsinki Radar frequency according to route. On IVAO departing traffic should be instructed to contact approach controller after departure with the takeoff clearance.

Departres of runway 22R shall be following SID or heading 280 after departure. Initial climb is usually 4000 feet. Departure heading other than 280 shall be avoided due to noise abatement.

The flight path of departing aircraft is affected depending on the runway in use for arrivals:

In case of a go-around, to prevent loss of separation, the go-around sector must remain clear of departing traffic. ATCO must ensure at least 3 NM separation after a go-around is initiated.


Landing

When runway 22L is in use, arriving traffic should not use ZG to vacate unless approved by Tower. This is because there may be traffic at ZG waiting to cross.

Finnair 8LG, ZULU-GOLF available

It is also common to advise arriving traffic to vacate by a specific exit or to approve long roll in order to vacate by the end of the runway.

Finnair 1RU, wind calm, runway 04L cleared to land. Vacate WH.


VFR traffic

Helsinki Control zone consists of two CTRs: CTR North (D, SFC to 1300ft) and CTR South (D, 700ft to 1300ft). Below the CTR South is Malmi (EFHF) aerodrome (G, SFC to 700ft). Malmi is uncontrolled.

VFR traffic in the CTR shall be handled by the tower sector responsible for runway 22R/04L. VFR traffic landing on runway 22L shall be transferred to the tower sector in charge of 22L on downwind. VFR traffic departing runway 04R shall be handled by the tower unit in charge of 04R during takeoff. Such traffic shall be transferred to the other tower sector once airborne and the turn away from the departure runway has been initiated.

Traffic from Helsinki (EFHK) to Malmi (EFHF) shall not exit EFHK CTR via OGELI.


Low Visibility Procedures (LVP)

Departure: All runways are approved for LVP takeoffs. With takeoff clearance, ATC should state the current RVR if reported.
Arrival: Runway 04L (CAT III) or 22L/22R (CAT II) can only be used for LVP landings. With landing clearance, ATC should state the current RVR if reported.

Low Visibility Procedures for all air traffic will become effective when the TDZ RVR value of the runway in use decreases to 600 M or the vertical visibility decreases below 200ft. If LVP are in use, controllers should include the following line in ATIS: ”LVP in use”.


Approach

Approach ATS Positions

ID Frequency Callsign Area of responsibility
RW 129.850 Helsinki Radar West sector
RE 119.100 Helsinki Radar East sector
AE 119.900 Helsinki Arrival Final spacing
AW 124.325 Helsinki Arrival Final spacing

The four approach sectors in combinations are responsible for the Helsinki TMA, which is class C airspace. RW sector is the primary position to be used. Service should be provided in accordance with the airspace classification and according to the standard agreements, as outlined below. ATC Surveillance Minimum Altitudes must be adhered to (EFHK AIP /SMAC).

The minimum separation within Helsinki TMA is 3 NM / 1000 FT / (40 seconds).


Noise Abatement

In order to reduce aircraft noise impact on residential areas near Helsinki Airport and Helsinki-Malmi aerodrome, the following procedures are applied:

Departing traffic on SID shall not be cleared DCT before passing 5000ft.

Flying below 2000 FT MSL over Helsinki noise abatement area (EFNOISE01) must be avoided, unless lower altitude is necessary for take-off or landing. Reference: AIP Finland ENR 5.6.

Other procedures, as primary runway selection, CDO and LP/LD are used to minimize noise impact. These procedures are well described in this video:

Finavia - Noise Management of Arriving Aircraft at Helsinki Airport

  • During parallel approaches, the CDO (or CD) method cannot be used for the runway with a lower intermediate approach altitude. Aircraft needs to be in level flight, providing 1000 FT separation before turning to base.
  • EFHK APP aims to provide a realistic prediction of the remaining distance for optimal profile planning. If the distance changes, a new prediction should be given.

KLM 39E, fly heading 150, radar vectors runway 04L. Right hand circuit, about 20 track miles.

KLM 39E, turn right heading 170. Expect 5 miles extra.


Arrival Management & Open STAR Concept

It is recommended to coordinate inbound DCT route with Helsinki ACC prior to aircraft Top of Descent (TOD) in order to reduce noise impact and fuel burn. It is common for ACC to clear arriving traffic DCT to STAR end points.

The RNAV arrival routes in Helsinki are not connected to the initial approach fixes. Every arrival requires a vector or clearance for own navigation to final approach track. If no instructions are given after passing the last waypoint of the arrival route, the aircraft shall continue on present heading and comply with any speed and altitude constraints.

Note! Inbound traffic is only allowed to join final by own navigation IF the intercept angle to final is less than 90 degrees. During parallel approaches the maximum intercept angle is 30 degrees with 1000ft altitude separation.

Arrivals may also be cleared to join final with own navigation using the last waypoint of the arrival routes. In other cases, approach controller will provide radar vectors to final. This will reduce unnecessary aircraft TCAS warnings or commands.

Lufthansa 8PL, via SUTAX ELKUN cleared ILS approach runway 15. Report localizer established.

Finnair 4DH, turn right heading 190, cleared ILS approach runway 22R. Report localizer established.

When providing radar vectors to ILS or MLS final approach track, the last vector must allow the aircraft to join final track with a maximum angle of 30° and ensure at least 1.0 NM horizontal flight prior to joining the ILS-localizer or MLS. The vector shall also allow the aircraft to be established on final track at least 2.0 NM in horizontal flight prior to ILS-glideslope or MLS angle.


ATC Temperature Corrections

Altitude deviations due to low temperature is currently not simulated in FSX/P3D/XPlane, but may be used for realism, provided that the aircraft is able to establish on localizer 2 nautical miles before glideslope. Temperature corrections are not necessary during training sessions and exams.

EFHK Temperature corrections

Finnair 42, descend 2600 feet, QNH 1016, temperature corrected by ATC. Cleared ILS approach runway 04L. Report localizer established.


West sector (RW)

IN agreements

FROM ADEP ROUTE PEL REMARKS
EFIN B   PEXEN EFHK FL100
EFIN G   LAKUT EFHK FL100
EFIN G   MAROM EFHK FL100
EFIN L   LUSEP EFHK FL100 ARWY 04L/R, 22L/R
EFIN L   NAPUN EFHK FL100  
EFIN L   VEPIN EFHK FL100 Only during parallel approaches, ARWY 04L/22R

OUT agreements

ADEP DRWY ROUTE XFL SI REMARKS
EFHK 04L/R, 22R, 33 ADIVO FL280 B (125.225)  
EFHK 22R ARVEP FL280 B (125.225)
EFHK 22R IDEPI FL280 L (136.650)
EFHK 04L, 33 KOIVU FL280 EETT (134.325) SI below FL115: EETN (127.900)
EFHK 04L/R, 22R, 33 KUVEM FL280 B (125.225)
EFHK 04L/R, 22R NEPEK FL280 G (127.100)
EFHK 04L/R, 22R, 33 NUNTO FL280 B (125.225)
EFHK 04L, 33 RENKU FL100 EETN (127.900) DEST EETN only
EFHK 04L/R, 22R TEVRU FL280 L (136.650)
EFHK 04L, 33 VALOX FL280 EETT (134.325) SI below FL115: EETN (127.900)


East sector (RE)

IN agreements

FROM ADEP ROUTE PEL REMARKS
EFIN B DIVAM EFHK FL100
EFIN L LUSEP EFHK FL100 ARWY 15/33. Only during parallel approaches, ARWY 22L
EFIN L VEPIN EFHK FL100
EETT INTOR-BALTI EFHK FL120
ULLL LEDUN EFHK FL140

OUT agreements

ADEP DRWY ROUTE XFL SI REMARKS
EFHK 15 ADIVO FL280 B (125.225)
EFHK 04R, 15, 22L, 33 ARVEP FL280 B (125.225)
EFHK 04R, 15, 22L, 33 IDEPI FL280 L (136.650)
EFHK 04R, 15, 22L/R KOIVU FL280 EETT (134.325) SI below FL115: EETN (127.900)
EFHK 15 KUVEM FL280 B (125.225)
EFHK 15, 33 NEPEK FL280 G (127.100)
EFHK 15 NUNTO FL280 B (125.225)
EFHK 04R, 15, 22L/R RENKU FL100 EETN (127.900) DEST EETN only
EFHK 15, 33 TEVRU FL280 L (136.650)
EFHK 04R, 15, 22L/R VALOX FL280 EETT (134.325) SI below FL115: EETN (127.900)

Visual approaches are common at Helsinki-Vantaa in non-peak hours. When clearing traffic for visual approach, Approach ATCO must instruct traffic to maintain 2000ft before final due to possible VFR traffic in the CTR. Only tower can approve leaving 2000ft before established on final approach course (FIN123, you may leave 2000ft before final). Ensure the approach area is clear of any conflicting traffic during the entire approach procedure.

Circling approach is not approved.

Dependent or independent parallel approaches are used on runways 04L/04R or 22L/22R.

Finnair 8RB, request visual approach.

Finnair 8RB, continue descend 2000 feet. Cleared visual approach runway 22L. Left hand circuit. Maintain own separation from preceding Airbus 330 heavy. Caution wake turbulence.

Descend 2000 feet. Cleared visual approach runway 22L. Maintaining own separation to preceding, Finnair 8RB.

Finnair 8RB, contact Tower 118.6. Terve.


Helsinki Arrival

Helsinki Arrival sector AE is regularly providing service for the runway in use. Independent Arrival sectors AE and AW are only used during parallel approaches on runways 04L/R or 22L/R. 

Helsinki arrival sector AE – runway 04R/22L
Helsinki arrival sector AW – runway 04L/22R

Inbound traffic should be following the STAR, vectored for traffic separation or cleared inbound IAF, as traffic permits. Inbound traffic will normally be cleared 5000ft before transfer to Helsinki Arrival frequency.

The minimum separation on final approach, within 10 NM from the runway, is 2,5 NM. However, it is recommended to use at least 3,5 NM, to give the preceding aircraft sufficient time to vacate the runway.

Helsinki Arrival, Finnair 832.

Finnair 832.


Finnair 832, descend 2300 feet, via KOHDE RULLI, cleared ILS approach runway 04L. Maintain speed 210 knots until established.

Descend 2300 feet, via KOHDE, then RULLI, cleared ILS approach runway 04L. Speed 210 until established, Finnair 832.

Note! When using parallel runways for arrivals, make sure the inbound aircraft using runway 04L or 22R is at the Initial Approach Altitude when turning to base (due to separation).

  

 

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