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Helsinki/Vantaa

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EFHK
Airport
ICAO: EFHK
Summary
Name Helsinki/Vantaa
Region Europe
Territory Finland FI.gif
Location Helsinki, Finland
Serving
Coordinates 60° 19' 0.00" N, 24° 58' 20.00" E
Runways
Designator Length Width Surface ROPS
04L/22R 3060 m10,039.37 ft <br /> 60 m196.85 ft <br /> ASP yes/yes
04R/22L 3440 m11,286.089 ft <br /> 60 m196.85 ft <br /> ASP yes/yes
15/33 2901 m9,517.717 ft <br /> 60 m196.85 ft <br /> ASP yes/yes


METAR
Observation EFHK 172020Z 17007KT 150V210 CAVOK 15/11 Q1021 NOSIG
Station Helsinki-Vantaa
Date/Time 17 June 2021 20:20:00
Wind direction 170°
Wind speed 07 kts
Lowest cloud amount clouds and visibility OK
Temperature 15°C
Dew point 11°C
Humidity 77%
QNH 1021 hPa
Weather condition n/a


Helsinki/Vantaa Airport

ICAO: EFHK IATA: HEL

Description

International airport serving capital city of Finland.

Climatology

Humid Continental climate (Köppen climate classification Dfb) - Variable weather patterns and a large seasonal temperature variance. Summers are often warm and humid with frequent thunderstorms and winters can be very cold with frequent snowfall and persistent snow cover.

Maps

Terrain

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Airport Layout

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Accidents & Serious Incidents at or in vicinity of EFHK

  • A319, Helsinki Finland, 2018 (On 3 August 2018, smoke appeared and began to intensify in the passenger cabin but not the flight deck of an Airbus A319 taxiing for departure at Helsinki. Cabin crew notified the Captain who stopped the aircraft and sanctioned an emergency evacuation. This then commenced whilst the engines were still running and inadequate instructions to passengers resulted in a completely disorderly evacuation. The Investigation attributed this to inadequate crew procedures which only envisaged an evacuation ordered by the Captain for reasons they were directly aware of and not a situation where the evacuation need was only obvious in the cabin.)
  • A320/E190/B712, vicinity Helsinki Finland, 2013 (On 6 February 2013, ATC mismanagement of an Airbus A320 instructed to go around resulted in loss of separation in IMC against the Embraer 190 ahead which was obliged to initiate a go around when no landing clearance had been issued due to a Boeing 737-800 still on the runway after landing. Further ATC mismanagement then resulted in a second IMC loss of separation between the Embraer 190 and a Boeing 717 which had just take off from the parallel runway. Controller response to the STCA Alerts generated was found to be inadequate and ANSP procedures in need of improvement.)
  • A343, Helsinki Finland, 2009 (On 22 June 2009, an Airbus A340-300 being operated by Finnair suffered a single tyre failure during take off on a scheduled passenger flight to Helsinki and malfunction assessed as consequential by the flight crew occurred to the hydraulic system. The flight proceeded to destination and carried out a daylight landing there in normal visibility without any further aircraft damage. Because of a further deterioration in the status of the aircraft hydraulic systems during the landing roll, the aircraft was stopped on the runway and then towed into the gate. No persons were injured in this incident.)
  • AT72, Helsinki Finland, 2012 (On 19 August 2012, the crew of a Flybe Finland ATR 72-200 approaching Helsinki failed to respond appropriately to a fault which limited rudder travel and were then unable to maintain directional control after touchdown with a veer off the runway then following. It was concluded that as well as prioritising a continued approach over properly dealing with the annunciated caution, crew technical knowledge in respect of the fault encountered had been poor and related training inadequate. Deficiencies found in relevant aircraft manufacturer operating documentation were considered to have been a significant factor and Safety Recommendations were made accordingly.)
  • ATP, Helsinki Finland, 2010 (On 11 January 2010, a British Aerospace ATP crew attempting to take off from Helsinki after a two-step airframe de/anti icing treatment (Type 2 and Type 4 fluids) were unable to rotate and the take off was successfully rejected from above V1. The Investigation found that thickened de/anti ice fluid residues had frozen in the gap between the leading edge of the elevator and the horizontal stabiliser and that there had been many other similarly-caused occurrences to aircraft without powered flying controls. There was concern that use of such thickened de/anti ice fluids was not directly covered by safety regulation.)

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