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EFHK
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Revision as of 08:23, 2 July 2020

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
60 m196.85 ft
ASP yes/yes
04R/22L 3440 m11,286.089 ft
60 m196.85 ft
ASP yes/yes
15/33 2901 m9,517.717 ft
60 m196.85 ft
ASP yes/yes


METAR
Observation EFHK 150120Z 24003KT 9999 BKN012 13/13 Q1014 BECMG BKN008
Station Helsinki-Vantaa
Date/Time 15 August 2020 01:20:00
Wind direction 240°
Wind speed 03 kts
Lowest cloud amount broken clouds
Temperature 13°C
Dew point 13°C
Humidity 100%
QNH 1014 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

  • 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.)
  • B38M, Helsinki Finland, 2019 (On 18 January 2019, two aircraft taxiing for departure at Helsinki were cleared to cross the landing runway between two landing aircraft. Landing clearance for the second was given once the crossing traffic had cleared as it passed 400 feet in expectation that the previous landing aircraft would also shortly be clear. However, the first landing aircraft was slower than expected clearing the runway and so the second was instructed to go-around but did not then do so because this instruction was lost in the radar height countdown below 50 feet and the runway was seen clear before touchdown.)

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