1.1. Published departure, approach and holding procedures are based on those contained in the latest edition of ICAO Doc 8168-OPS/611 (PANS/OPS).
1.2. A list of significant differences between national and ICAO procedures, see GEN 1.7.
2.1.1. IFR flights entering and landing within a terminal control area will be cleared to a specified clearance limit, which is normally initial approach fix serving the runway in use. Inbound clearance given by the ACC may include the use of standard arrival route when needed. Inbound clearance shall be adhered to until further clearance is received from the ATC unit providing approach control service. If the clearance limit is reached before further clearance has been received, holding procedure shall be carried out at the level last received and acknowledged.
2.1.2. The approach clearance may be issued during the standard arrival route.
2.2.1. EGNOS can also be used for approach to LNAV/VNAV minima according to requirements specified in document EASA CM - AS - 002 Clarification to AMC 20-27.
2.2.2. CTR/FIZ/TMA airspaces are designed to accommodate published instrument approach procedures. In all cases aircraft is protected from terrain and man-made obstacles when published altitudes and speeds are observed, i.e. obstacle clearance requirements are not compromised.
2.2.3. Aircraft may fly below FIZ/TMA airspace when inbound of NDB racetrack procedure before entering CTR/FIZ airspace at the following aerodromes: EFIV, EFKE, EFKT and EFKK.
2.2.4. Aircraft will fly below FIZ UPPER airspace when inbound of NDB procedure without FAF before entering FIZ LOWER airspace at the following aerodromes: EFMI and EFSI.
2.2.5. See picture:
3.1. Departing flights will receive ATC clearance from the local aerodrome tower or AFIS unit. The clearance limit will normally be the aerodrome of destination.
3.2. Departing aircraft fitted with turbine-engine shall request start-up clearance. When the expected delay is less than 10 minutes, aircraft will be cleared to start engines immediately.
4.1.1. Airport air traffic must be organised in a way that minimises aircraft noise in residential areas as efficiently as possible.
4.1.2. The published SID and STAR-routes are also minimum noise routings.
4.1.3. After take-off aircraft shall climb as rapidly as practicable to at least 600 M (2000 FT).
4.1.4. The final stage of an instrument or visual approach shall not be performed below the glide path of ILS or PAPI. When ILS GP or PAPI is not available, the approach should be carried out maintaining at least 3 degree glide path.
4.1.5. Continuous descent (CD) is an aircraft operating technique, enabled by airspace design, procedure design and ATC facilitation, in which an arriving aircraft continuously descends by employing minimum engine thrust, ideally in a low drag configuration, prior to the FAF/FAP.
4.1.6. According to the Decision of Civil Aviation Administration flying below 2000 FT (600 M) MSL above the city of Helsinki shall be avoided. For coordinates of Helsinki Noise Abatement Area (EFNOISE01), see AIP ENR 5.6 and the appropriate charts.
Note: Irrespective of the recommendation above the aircraft shall follow flying altitudes specified for departure and arrival routes located within noise abatement area.
4.2.1. Provisions in VFR arrival/departure routes, reporting points and altitudes published on Visual Approach Charts
4.2.1.1. Unless otherwise prescribed in ATC clearance, the VFR arrival / departure routes and associated altitudes published for controlled aerodromes shall be complied with during the operational hours of ATC as follows:
4.2.1.2. The provisions above apply also for AFIS aerodromes unless otherwise notified to the AFIS by the aircraft.
4.2.1.3. The procedures given on VAC are not in force outside the operational hours of the appropriate ATS unit.
4.2.1.4. The maximum altitudes given on VAC (Visual Approach Chart) do not ensure minimum heights over obstacles or ground as described in Standardised European Rules of the AIR (SERA). In such cases pilot should request alternative clearance from ATC.