Fintraffic ANS is responsible for providing air traffic services in Finland with the exception of the Flight Information Zones surrounding Mikkeli and Seinäjoki instrument aerodromes during the service hours of the ATS units of the aforementioned aerodromes. Contact information in para 6.

The services are provided, in general, in accordance with the provisions contained in the following ICAO documents:

Significant differences between national and international rules and procedures are given in section GEN 1.7.

The Helsinki flight information region (HELSINKI FIR) comprising the Finnish territorial airspace and the airspace over the adjacent high seas.

Areas within the Finnish flight information region in the vicinity of State border where provision of Air Traffic Services has for traffic flow reasons been delegated to Swedish or Norwegian ATS authority are prescribed in section ENR 2.1 and ENRC.
 

The following types of services are provided:
  

Air traffic control service can be performed with radar. Additionally Automatic Terminal Information Service (ATIS) is in use in Finland.

The Finnish ATS system , including the Airspace Classification, the division of airspace and hours of establishment are given in ENR 1.4. The units providing services within Finnish airspace is given in sections ENR 2 and AD 2.

Radar services and procedures are described in ENR 1.6.

3.1.1. General

Aerodrome Flight Information Service (AFIS) is a part of ATS system in Finland and the units providing this service are called AFIS units. AFIS service, provided by trained Flight Information Officers, is available at those instrument aerodromes in Finland, where the type and density of the air traffic does not require controlled airspace and ATC. The purpose of AFIS is to provide information necessary for the safe and efficient conduct of flight operations in the vicinity of the aerodrome and in the manoeuvring area. It shall be noted, that the pilot-in-command is - on the basis of the Rules of the Air, the information received and the use of their own judgment - responsible to maintain safe distance to other traffic as well as to report own intentions. In terms of the use of equipment serving the aerodrome as well as the control of vehicle traffic, the procedures are similar to those applied at airports where ATC is provided.
 

3.1.2. Area of responsibility

The area of responsibility of the appropriate AFIS unit comprises the Flight Information Zone (FIZ) established around the aerodrome as well as the manoeuvring area. For lateral and vertical limits of the FIZ, see section AD 2. Airspace class for Flight Information Zone is G and it is defined to be radio mandatory zone (RMZ).

Note 1: At some AFIS aerodromes, ATC service may at times be provided instead of the AFIS service. This arrangement can be either permanent (AIP, AD 2) or temporary (AIP SUP). The information concerning the operational hours and the status of the service are given in AIS publications.

Note 2: A flight plan shall be submitted for any flight intended to be operated within a Flight Information Zone during its activity time (REF SERA.4001 1b) 3). The flight plan shall contain the items given in SERA.4005 a) 1) - 14) and in addition the name of the pilot in command.

Note 3: Two-way radio communication is required within the Flight Information Zone, REF AIP, ENR 1.4.

Note 4: Exemptions from the two-way radio communication requirement may be granted by the AFIS unit for an individual flight intended to the Flight Information Zone (REF SERA. 6005 a).

Note 5: Provisions concerning the use of VFR arrival / departing routes, reporting points and altitudes are given in section ENR 1.5.
 

3.1.3. Duties and functions of AFIS unit

Note: These procedures are in force during the operational hours of appropriate AFIS unit.

The AFIS unit:

3.1.3.1. Route clearances and route information

The AFIS unit requests the ACC for a route clearance / route information to be forwarded to the aircraft in the following cases:

Note: The pilot-in-command shall be aware of that VFR aircraft operating in uncontrolled airspace do not have to report their flights and no two-way radio communication requirements exist so ATS does not necessarily be aware of these flights.
 

3.1.3.2. Runway in use

The term ‘Runway in use’ indicates the runway that at the particular time is considered by the AFIS unit to be the most suitable for the aircraft performing take-off or landing.

Note 1: An aircraft is assumed to take-off and land into the wind unless safety and traffic situation determine that a different direction is preferable. When determining the runway in use the AFIS unit takes into account among others the following: the surface wind, traffic circuits, local weather conditions and environmental restrictions.

Note 2: The pilot-in-command may use, traffic situation and prevailing circumstances permitting, other than runway in use after reporting this to the AFIS unit.

3.1.3.3. Signals used

3.1.3.3.1. Light signals

When an aircraft aloft can not be informed about a danger by any other means, the AFIS unit may use the following light signals for the purpose:

The light signals issued by the AFIS unit must be considered as warnings; the pilot bears the responsibility for any action due to the situation.
 

3.1.3.3.2. Visual ground signals

The visual ground signals according to Addition 1, para 3.2 to the Rules of the Air may be used at an AFIS aerodrome except the signal 3.2.5 ‘Direction of departure and landing’.
 

3.1.4. Operation of the aircraft

Reports by the aircraft:
 

3.1.4.1. Departing aircraft

Departing aircraft shall report the AFIS unit about:

Note: According to The Rules of the Air, an aircraft may make turns to the right after take-off and when approaching for a landing at an aerodrome where Aerodrome Flight Information is available providing that this can be done without hazard to other air traffic and the intention to turn right is reported to the AFIS unit.

Note: AFIS-unit reports “No reported traffic RWYxx” Indicating that the runway is free for take-off.

3.1.4.2. Arriving aircraft

An arriving aircraft shall report the AFIS unit about:

Note: Initial contact should be established early enough to allow the AFIS unit to provide necessary traffic information. This is essential in cases where the FPL for operating within the FIZ is submitted in flight. To use of VFR reporting points and routes, see section ENR 1.5.

Note: AFIS-unit reports “No reported traffic RWYxx” Indicating that the runway is free for landing.

3.1.4.3. Aircraft crossing the FIZ

Any other aircraft entering the FIZ and not having the intention to land at the aerodrome, shall report the AFIS unit about:

3.1.4.4. Aircraft moving on the manouevring area

An aircraft, which operates in the manoeuvring area of the aerodrome and the operation is not connected with a landing or take-off, shall report its intentions to the AFIS unit.
 

3.1.4.5. Start-up

When a departing turbine-engined IFR aircraft requests to be ready for start-up, the AFIS unit:

3.1.4.6. Holding before a take-off

When, due to other traffic, an immediate take-off is not possible, a departing aircraft shall hold:

3.1.4.7. Take-off

In general, the take-offs are performed in the order which the aircraft have reported being ready. This order may, however, be altered if required by traffic situation or by mutual agreement of the pilots.
 

3.1.5. Aerial sporting and recreational activities

In order to allow flexible air traffic and to provide efficient aerodrome flight information service the operators of aerial sporting and recreational activities (parachute jumping activity, balloon flights, model flying, etc.) should contact the AFIS unit as early as possible to clarify and agree on necessary procedures.
 

To be developed.
 

Published minimum altitudes do not contain correction for low temperature effect. These altitudes are for instance:

In case ATC is vectoring IFR flight and when giving a direct routing which takes the aircraft off an ATS route, the controller will issue clearances such that the prescribed obstacle clearance will exist at all times until the aircraft reaches the point where the pilot will resume own navigation. Such a clearance will include correction for low temperature effect when the required correction exceeds 20% of the prescribed minimum obstacle clearance.

If correction for low temperature effect is taken into account by the controller, given clearance includes "TEMPERATURE CORRECTED BY ATC".

Note: If given altitude clearance (higher than the minimum altitude) guarantees minimum obstacle clearance as is, correction is not added to that altitude.

In other cases, the pilot-in-command is responsible for applying the appropriate correction for the cold temperature effect.