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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.
C 9/2003 L
Airliner landing with low fuel at Helsinki-Vantaa airport on 3.10.2003
27
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
now that we have upon landing at Helsinki less than our minimum fuel, so formally
we are getting into an emergency situation due to the fuel.” From the ATC point of
view a clear fuel emergency report should have been made because the pilots knew that
they would have less fuel than the final reserve fuel at landing. The controller must decide
what kind of alarm he/she will give and the rescue services need some more preparing
time in case of a heavy aircraft than a small aircraft incident. The weather at Helsinki-
Vantaa was good, sky almost clear and winds were light. The ACC gave an arrival
clearance to runway 15 at 05.42.00 and a descend clearance at 05.42.40. SK946 was
allowed to fly inbound Helsinki-Vantaa without restriction and the pilots could plan their
flight profile freely.
TAMPERE ACC transferred SK946 to HELSINKI APPROACH at 05.45.30. The APP
offered after radar identification a short approach, but the pilots requested a normal approach.
SK946 reported at 05.50.00: “Approach, Scandinavian 946, if for any unforeseen
reason we have to make a missed approach, we will make a circuit for the new
attempt.” APP replied: “Scandinavian 946, roger, in case of missed approach, you will
make a visual approach runway 15.” APP added a few seconds later: “If necessary for
　
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