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clearance to Helsinki-Vantaa.
19. The remaining fuel at the missed approach point was 6.1 t. The calculated required
fuel from the missed approach point to Helsinki-Vantaa was 6.0 t including an alternate
trip fuel of 3.7 t and a final reserve fuel of 2.3 t.
20. The pilots realised on cruising level that they would not have the required final reserve
fuel upon landing in Helsinki-Vantaa and reported it to the Tampere Area
Control Centre.
21. The ATC issued SK946 a direct route clearance and free flight profile inbound Helsinki-
Vantaa runway 15.
22. The ATC gave a full alarm to the rescue services.
23. SK946 landed uneventfully. The remaining fuel was 1.8 t instead of the required final
reserve fuel of 2.3 t.
24. SK946 had used 4.3 t of fuel from the missed approach in Arlanda to the landing in
Helsinki-Vantaa when the calculated fuel consumption was 3.7 t. The fuel consumption
was about 16% higher than calculated.
25. The alternate fuel calculations of the flight SK946 should be checked because
SK946 flew a shorter flight path than stated in the calculation basis and used more
fuel than calculated.
26. The total fuel consumption or the remaining block fuel was not marked in the 34 researched
OPFs. The last fuel check was marked 45 minutes to 2 h 32 min before
landing. To make it possible to verify afterwards the fuel consumption, the checks
should be marked until the top of descend. The total fuel consumption should be
marked as well.
C 9/2003 L
Airliner landing with low fuel at Helsinki-Vantaa airport on 3.10.2003
33
3.2 Probable cause
The cause of the incident was that the actual fuel consumption from missed approach in
the destination airport Stockholm Arlanda to landing at alternate airport Helsinki-Vantaa
was considerably higher than calculated in the Operational Flight Plan of Scandinavian
Airlines.
Contributory factors were:
SK946 did not have in addition to minimum diversion fuel any extra fuel because
• The fuel consumption during cruise was higher than calculated in the Operational
Flight Plan of the flight and all of the contingency and extra fuel was used en route
• SK946 used during the approach in Arlanda fuel 500 kg more than calculated in the
Operational Flight Plan of the flight because of a long approach caused by use of
low visibility procedures. The flight crew did not take into account in the flight planning
a possibility of low visibility procedures and a long approach in Arlanda and the
commander did not take extra fuel for approach.

C 9/2003 L
Airliner landing with low fuel at Helsinki-Vantaa airport on 3.10.2003
35
4 RECOMMENDATIONS
The flight SK946 used fuel during flight from the missed approach in Arlanda to landing
in Helsinki-Vantaa 4300 kg when the calculated fuel consumption was 3700 kg. The fuel
consumption was about 16% higher than calculated in the Operational Flight Plan of
Scandinavian Airlines. The flown missed approach departure route in the destination
airport was not the one giving the longest distance and the approach in alternate airport
was not made to the least favourable runway as it is stated in the bases of the calculations
in the RODOS Planning system description.
1. Scandinavian Airlines should check the alternate fuel calculation basis used in the
operational flight plans of the airline.
In the fuel calculation basis of RODOS Planning - Longhaul Aircraft is described the
flight path from a point 30 NM distance to the threshold of the landing runway and also
diversion. The calculated flight time from 30 NM to the threshold is 12 minutes and the
approach fuel 600 kg. In the OFP of SK946 was printed the remaining flight time of 12
minutes and the remaining distance of 30 NM from the point of ELTOK. SK946 flew from
ELTOK to missed approach point 20 minutes and about 65 NM and used fuel 1100 kg. It
is in the RODOS calculations assumed that the approach is flown aircraft in clean configuration
to 10 NM from the threshold and after that point in landing configuration. In
heavy traffic and in low visibility conditions the traffic slows down and the approaching
aircraft are forced to use high lift devices before 10 NM from the threshold which increases
the fuel consumption considerably. In these conditions also the flown approach
tracks become longer which increases the approach time and fuel consumption.
2. Scandinavian Airlines should draw the attention of their flight crews to the bases
how the approach fuel is calculated by the RODOS Planning system. The commanders
should be recommended to take extra fuel for possible approach delay
caused by the weather conditions and/or intense traffic.
The investigators had available copies of the used master Operational Flight Plans from
　
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