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lights as well as threshold, touchdown zone and PAPI lights.
In AIP Sweden paragraph AD 2-ESSA-1-19 is stated:
ESSA AD 2.23 MISCELLANEOUS
1. Low visibility procedures (LVP)
1.4. LVP will be in force when the RVR (Runway visual range) falls below 600
m and/or ceiling/vertical visibility falls below 200 ft. The application of LVP
will be announced by ATIS (Automatic terminal information service)
1.5. Category II operation will mean 7 NM spacing between arrivals in order to
keep the ILS critical and sensitive area free for every landing.
1.6. Category II operation will reduce landing capacity to 65%. Supervisor TWR
will always inform CFMU (Central flow management unit) of current restrictions
on traffic flow including the expected flow rates.
It is possible to convert the meteorological visibility to runway visual range by multiplying
visibility in daylight conditions by 1.5, e.g. visibility 500 m x 1.5 = RVR 750 m. At the time
of flight planning before departure the forecast for Stockholm-Arlanda was “TEMPO visibility
500 m”.
The purpose of this method is to make it on in-flight conditions possible to convert the
reported meteorological visibility to RVR when RVR-value is not measured or reported.
This method is not aimed to use as a flight planning tool.
1.10.2 Helsinki-Vantaa information
The co-ordinates of the Helsinki-Vantaa aerodrome reference point are 60º19.02’ N,
024º57.48’ E. The elevation is 179 feet (55 m). There are three runways at the aerodrome.
Category I ILS -approach is available to runway 15, which SK946 approached.
The runway is equipped with high intensity approach and runway edge lights as well as
runway centre line, touchdown zone and PAPI lights.
1.11 Flight recorders
Recordings of flight recorders were not available.
C 9/2003 L
Airliner landing with low fuel at Helsinki-Vantaa airport on 3.10.2003
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1.12 Wreckage and impact information
Not relevant in the investigation.
1.13 Medical and pathological information
No medical tests.
1.14 Fire
No fire.
1.15 Survival aspects
The supervisor of Helsinki Approach Control gave a full alarm when SK946 had reported
shortage of fuel. The rescue units for a heavy aircraft were in their operation positions
on the airport when the aircraft landed uneventfully.
1.16 Test and research
1.16.1 Statistics from the flight SK946 Chicago - Arlanda
The investigators had in their use copies of used master operational flight plans from 34
flights with the same designator SK946 from Chicago to Arlanda between dates
8.9.2003 and 15.10.2003 operated with A330. The calculated and actual landing weight
as well as calculated and actual take off fuel in every OFP was checked. The weather
conditions were checked by comparing the calculated and actual flight time to all reporting
points. All markings made by the pilots were checked and compared to the calculations
of the OFPs. A comparison of the burned total fuel was not possible, because
the total fuel consumption or the remaining block fuel was not marked in any of these
flight plans. The last fuel check was marked in three copies during the last 45 minutes,
in 13 copies between 45 minutes and 90 minutes before landing and in 28 cases earlier
than 90 minutes before landing.
The actual TOF was in six of the plans the same as in the OFP. In three of these cases
the actual TOW was less than calculated in OFP and in three cases more. The maximum
TOW deviations were -7.2 t and +2.9 t. In 18 of the flight plans the extra fuel uplift
was between 0.1 t and 2.0 t and in 10 of the flight plans more than 2.0 t. The maximum
extra fuel uplift was 6.7 t.
Depending on the wind conditions the flight time from the longitude 10 W to Arlanda is
about two hours or a little less. The fuel used from take off to 10 W was analysed based
on these OFPs. In 11 cases was fuel used less than calculated in the OFP. The maximum
difference to OFP was +0.9 t. In 23 cases was fuel used more than calculated, -2.2
t as maximum difference. In seven cases the fuel difference was 1.2 t or more.
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Airliner landing with low fuel at Helsinki-Vantaa airport on 3.10.2003
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The flight time to 10 W was on all flights the same or longer than calculated in OFP. The
maximum difference was +11 minutes.
1.17 Organizational and management information
Scandinavian Airlines includes to SAS Group representing about 44% of the operation
volume. The other business areas of SAS Group are: Subsidiary & Affiliated Airlines,
Airlines Support Business, Airline related Business and Hotels. SAS is a flag carrier of
the Nordic countries Denmark, Norway and Sweden operating about 200 aircraft including
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