曝光台 注意防骗
网曝天猫店富美金盛家居专营店坑蒙拐骗欺诈消费者
In the RODOS Planning system the fuel from a point 30 NM before destination airport is
calculated as follows:
Fuel for flight from a point 30 NM from, and 3500 ft above threshold, clean aircraft
to 10 NM, from 10 NM aircraft in landing configuration, missed approach, climb to
specific FL following the normally used SID that gives the longest distance, long
range cruise (to the alternate airport) and descent to main aid, approach to least favourable
runway, landing and Final Reserve.
In the OFP of SK946 the FUEL 30 NM was 7.0 t. The pilots checked that they had seven
tons of fuel remaining when SK946 passed reporting point ELTOK at 04.56. In the OFP
was printed on the next line after ELTOK: STAR Stockholm/Arlanda 30 (distance in nautical
miles) and 12 (flight time minutes). The direct distance from ELTOK to ARL VOR
(VHF omni-directional radio range) is 29.9 NM. The VOR is situated in Arlanda airport
on the west side of runway 01L about in the middle of the runway. Thus a normal radar
vectoring followed by an ILS instrument approach means about 40-45 NM track distance
from ELTOK to threshold 01L.
SK946 flew from ELTOK to missed approach point 20 minutes. Calculated from the flight
time with an average approach speed of 210 KT the flight flew from ELTOK to threshold
01L about 65 track miles. The Arlanda ATC reported in its statement that SK946 received
a normal vectoring and no special treatment in the traffic. The vectored flight
route flown by SK946 according to the Arlanda radar plot recordings is presented in the
figure 1.
C 9/2003 L
Airliner landing with low fuel at Helsinki-Vantaa airport on 3.10.2003
14
Figure 1. The approach track of SK946 according to Arlanda radar plot recordings
The pilots told in the interview that they had expected a privilege to the other traffic in
the approach and wondered the long approach track which they had to fly. They noticed
during approach that they would, in case of a missed approach, not have enough fuel to
fly to the planned alternate airport Gothenburg. There were also calculated fuel info for
optional alternate in the OFP. The calculated fuel consumption to Gothenburg was 4.1 t
and to optional alternates Turku 2.7 t and Helsinki-Vantaa 3.7 t. There was fog also in
Turku and the visibility was below landing minima. The pilots decided to take Helsinki-
Vantaa as a new alternate because of 400 kg less fuel consumption than Gothenburg.
They did not report the alternate change to the ATC or enter a new route data to the
Flight Management and Guidance System (FMGS) of the aircraft.
C 9/2003 L
Airliner landing with low fuel at Helsinki-Vantaa airport on 3.10.2003
15
1.1.3 Category II approach in Arlanda
The CAT II approach to 01L was stable according to the pilots statements but the commander
did not see the approach or runway lights at the decision height (DH) of 165
feet. The height is measured from the lowest point of the aircraft, the main wheels in
landing attitude, and indicated in the cockpit in radio altimeter. According to the A330
FCOM (Flight Crew Operation Manual) the cockpit is 34 feet above the wheels and the
pilots sit at a height of 199 feet above the runway level when the aircraft is on Arlanda
01L CAT II decision height.
The commander started a missed approach at 05.16 and the first officer requested
clearance to Helsinki-Vantaa. The pilots saw the runway lights for a moment during the
missed approach. When starting missed approach the fuel on board was 6.1 t. The required
fuel from the Arlanda missed approach point to Helsinki-Vantaa was according to
the OFP 6.0 t including an alternate trip fuel of 3700 kg and a final reserve fuel of 2300
kg.
The missed approach procedure was according to the Aeronautical Information Publication
(AIP) Sweden:
Climb straight ahead to 600 feet or ARL DME 1.0 (past ARL DME) whichever is latest.
Turn left to track 330 degrees, climbing 1500 feet, radar vectoring for a new
approach.
The flight SK946 received shortly a clearance to climb to 3000 feet. It took some time
before the ATC was able to issue a new route clearance which was requested without
any precautionary information. The ATC had also to co-ordinate the climb of SK946 with
the approaching traffic. The pilots told that they had to maintain this altitude for a rather
long time which hampered the fuel economy. According to the ATC radar plot recordings
SK946 flew on 3000 feet about 2-3 minutes. According to the recording SK946 passed
flight level 83 climbing about five minutes after it had started the missed approach.
1.1.4 Diversion to Helsinki-Vantaa
SK946 contacted TAMPERE ACC at 05.27.50, 11 minutes 50 seconds after missed approach,
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