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was 6.0 t according to the OFP. According to the FM POSTFLIGHT report SK946 used
from ELTOK to missed approach point fuel 1100 kg. The flight time was 20 minutes and
the average consumption 55 kg/min. Based on this consumption the approach fuel of
600 kg for 12 minutes approach (50 kg/min) calculated in the OFP is not sufficient for a
radar vectoring followed by a CAT II approach in Arlanda LVP conditions. Scandinavian
Airlines should order the commanders to take fuel enough for approach paying attention
to possible delays caused by the traffic and weather conditions.
The decision height (DH) is measured from the lowest point of the aircraft, from the main
wheels. According to the A330 FCOM the cockpit is 34 feet above the main wheels and
the pilots sit at a height of 199 when they are on CAT II DH. Thus a considerable longer
slant visibility is required to get the lights in sight in a A330 than in a smaller aircraft
where the cockpit height is only a little more than 100 feet above the runway level at the
DH. This has to be taken into account when determining the required RVR for the A330,
C 9/2003 L
Airliner landing with low fuel at Helsinki-Vantaa airport on 3.10.2003
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but in practice in a thick fog and RVR of 400 m the slant visibility from 199 feet is not
adequate for a successful landing as in this case happened.
The reported surface wind at 05.20 was 170° and six knots. During the approach the
prevailing tailwind was about 5-8 knots. The wind transferred moist air to the airport and
to the final approach line from the lake Mälaren south of Arlanda. The terrain caused
turbulence and forced the moist air to rise, which caused the fog to intensify on the airport
with the RVR varying between 400 and 500 meters during the approach of SK946.
About 10 minutes later the RVR was according to the Meteorological Office recording
350 m and in the METAR at 05.50 the vertical visibility was reported to be 100 feet.
Figure 3. Arlanda runway 01L RVR between 04.30 and 06.30 UTC on 3.10.2003
The pilots of SK946 estimated when planning the flight in Chicago that the forecasted
temporary fog and visibility of 500 m has no effect to their flight. The pilots had an unrealistic
impression that they would be treated as number one in the approach sequence
and would get a short vectoring when they had changed sequence with the other aircraft
even though LVP were in force and CAT II approaches used. Estimated from distance
and flight time which SK946 flew, its sequence number, when the flight left ELTOK, was
about six to eight. The pilots had during vectoring changed the alternate Gothenburg to
Helsinki-Vantaa because 400 kg less fuel was required for flight to Helsinki-Vantaa.
They did not inform the ATC of the alternate change and after the missed approach requested
a clearance to Helsinki-Vantaa which came unexpectedly to the ATC controller.
The pilots were convinced of the landing in Arlanda and were not mentally prepared for
the missed approach and the diversion.
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Airliner landing with low fuel at Helsinki-Vantaa airport on 3.10.2003
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2.4 Diversion to Helsinki-Vantaa
The Arlanda rwy 01L missed approach procedure calls: Climb straight ahead 1.0 DME
mile past ARL VOR then turn left track 330° climbing to 1500 feet, radar vectoring for a
new approach. After the missed approach the commander decided to divert to Helsinki-
Vantaa because of the fuel situation. SK946 had to maintain according to the missed
approach procedure 1500 feet altitude for a while which after it initially got a clearance to
3000 feet because of the approaching traffic. The pilots criticised the flying at low altitude,
but in this kind of a sudden situation, when the flight does not have a valid flight
plan filed, it takes a while before the ATC is able to issue a new route clearance and
some delay in clearance to higher flight altitude should be accepted. According to the
available information SK946 got a normal handling in traffic and the flight time at low altitude
was only a few minutes.
SK946 received clearance to Helsinki-Vantaa, contacted TAMPERE ACC at 05.27.50
and reported maintaining flight level 270. It had climbed to cruising level in less than 12
minutes after the missed approach, which means that the average rate of climb was
more than 2200 ft/min. In the OFP calculations the cruising altitude from Arlanda to Helsinki-
Vantaa was FL 290 but a 2000 feet lower flight level had a very minimal effect to
fuel consumption when long range cruise was used as ordered in the A330 FCOM. After
radar identification SK946 received a direct clearance to VOR VTI which is the TMA entry
point from west to Helsinki-Vantaa. SK946 reported to ACC at 05.31.40: “Sir, we calculate
　
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