Haven't been there often but from what I can remember the altimeter settings are all QFE in HPa. I think they use metric flight levels (metres) above transition alt and heights below TA. The controllers are rather difficult to understand. Expect to be vectored towards a locator beacon at about a 4d final then given a wide 270 degree turn to intercept the localiser from the opposite side. You may find you are given a 90 degree closing heading and expected to establish yourself. There didn't appear to be a requirement to report heading changes whilst intercepting the localiser. Whilst vectoring do not be surprised to see outbound traffic on a reciprocal track to you climbing to 1000ft below your level. Full use of aircraft external lights recommended! The main problem I encountered was converting the metric altimetry to western imperial units. Our SOP is to convert metric clearances to feet then set the feet figure in the computers. It is very easy to read back the clearance in feet rather than the actual metric clearance.
One other unusual feature is the use of 'start spots'. If pushing back from a stand your clearance may include a 'start spot'. You will be expected to push back to this position (which is designated on the charts) before starting engines.
Also the runway is extremely bumpy, and braking action measurements are sometimes unavailable which can lead to problems in snowy weather.