|ID||Frequency||Callsign||Area of responsibility|
|HKD||118.125||Helsinki Ground||IFR clearance for departing traffic, ground movements on apron 1S and apron 9|
|HKG||121.800||Helsinki Ground||Ground movements|
|HTE||118.600||Helsinki Tower||Runway 04R/22L and 15/33|
|HTW||118.850||Helsinki Tower||Runway 04L/22R|
The IFR clearance is issued by DEL. It contains: Runway, SID/Heading (+ ALT) and squawk. DEL has to coordinate with approach controller if aircraft is unable to fly SID.
Finnair 4MW, Runway 22R, Cleared to Oulu, TEVRU1N departure, Squawk 0201.
Departing traffic from Helsinki should plan the route via EFHK departure connecting points:
GroundGround movements at all aprons (expect aprons 4 and 6) is handled by Helsinki Ground.
ATC shall 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.
Ground should 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.
If runway 04R is in use, ground should 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 15 via Z, the outbound traffic should be cleared to the corresponding holding point.
If the departing runway is any other than above, ground shall coordinate with tower and agree where the aircrafts should be cleared to.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.
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.
|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.
1. RWY 15, 2. RWY 22L, 3. RWY 04L, 4. RWY 04R, 5. RWY 22R, 6. RWY 33
1. RWY 22R, 2. RWY 22L, 3. RWY 04R, 4. RWY 33, 5. RWY 04L, 6. RWY 15
TakeoffIn 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.
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 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.
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”.
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.
|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. Service should be provided in accordance with the airspace classification and according to the standard agreements, as outlined below. The minimum separation within Helsinki TMA is 3 NM / 1000 FT. When vectoring aircraft, the ATC Surveillance Minimum Altitudes must be adhered to.
Open STAR Concept
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, e.g. via SUTAX ELKUN cleared ILS APPR RWY 15. In other cases, approach controller will provide radar vectors to final. This will reduce unnecessary aircraft TCAS warnings or commands.
West sector (RW)
|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|
|EFHK||04L/R, 22R, 33||ADIVO||≤FL280||B (125.225)|
|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)
|EFIN B||DIVAM EFHK||FL100|
|EFIN L||LUSEP EFHK||FL100||ARWY 15/33. Only during parallel approaches, ARWY 22L|
|EFIN L||VEPIN EFHK||FL100|
|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, 33||NEPEK||≤FL280||G (127.100)|
|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)|
Departing traffic may be turned inbound the SID termination point when passing 5000ft.
Visual approaches are common in Helsinki-Vantaa in non-peak hours. When clearing traffic for visual approach, approach must instruct traffic to maintain 2000ft before final. This is because there may be VFR traffic in the CTR. Only tower can approve leaving 2000ft before established on final approach course (FIN123, you may leave 2000ft before final).
Dependent or independent parallel approaches are used on runways 04L/04R or 22L/22R.
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.