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APPENDICES
Appendix 1 ..........................................................................The comments of SHK on 11.6.2004
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Airliner landing with low fuel at Helsinki-Vantaa airport on 3.10.2003
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ABBREVIATIONS
ACC Area control centre
AIB Accident investigation board
APP Approach control/ approach radar controller
ARR Arrival control/ arrival radar controller
ATC Air traffic control
ATIS Automatic terminal information service
CAT II Category II instrument approach
CFMU Central flow management unit
DH Decision height
DME Distance measuring equipment
ETOPS Extended range operations with two-engined aeroplanes
FCOM Flight crew operations manual
FL Flight level
FMGS Flight management guidance envelope system
FOM Flight operations manual
GPS Global positioning system
HCL Aircraft Accident Investigation Board, Denmark
HF High frequency
ICAO International Civil Aviation Organization
IFR Instrument flight rules
ILS Instrument landing system
IRS Inertial reference system
JAR Joint Aviation Requirements
KT Knot(s)
LVP Low visibility procedures
MCDU Multifunctional control and display unit
METAR Aviation routine weather report
NM Nautical mile(s)
OFP Operational flight plan
OM-A Operations manual A
PAPI Precision approach path indicator
PF Pilot flying
PNF Pilot not flying
RNAV Area navigation
RNP Required navigation performance
RVR Runway visual range
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Airliner landing with low fuel at Helsinki-Vantaa airport on 3.10.2003
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SHK Accident Investigation Board, Sweden
SID Standard instrument departure
SW Significant weather
TAF Terminal area forecast
TMA Terminal control area
TOF Take off fuel
TOW Take off weight
UTC Co-ordinated universal time
VHF Very high frequency
VOR VHF Omni-directional radio range
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SYNOPSIS
On Friday 3.10.2003 at 05.56 UTC (Co-ordinated universal time, the Finnish summer time -3h is
used in this investigation report) landed SK946, Airbus 330-300 with Danish registration OY-KBN,
operated by Scandinavian Airlines, in Helsinki-Vantaa airport with fuel less than the required final
reserve fuel.
The Helsinki ATC filled an incident report of the event.
The Accident Investigation Board (AIB) Finland decided on 6.10.2003 to conduct an investigation
and appointed airline pilot Jussi Haila as investigator-in-charge. Airline pilot/ air traffic controller
Antti Ruuth was appointed as member of the investigation commission.
AIB Finland informed HCL/Havari kommisionen for Civil Luftfart, Denmark and SHK/Statens
Haverikommission, Sweden of the investigation according to ICAO Annex 13. The Danish and
Swedish Investigation Boards nominated accredited representatives to participate in the investigation.
The members of flight crew of SK946 were interviewed by the investigators in Arlanda on
14.10.2003. The air traffic controllers of Helsinki ATC were interviewed by phone on 8.10.2003.
The representative of SHK Sweden provided the investigation commission with the statement of
the Arlanda ATC and radar plots of the approach and missed approach paths of the SK946.
The investigation commission sent the final draft of the investigation report for comments according
to the ICAO Annex 13 on 12.2.2004. The received comments are taken into account in
the final report.
The investigation was closed on 3.6.2004.

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1 FACTUAL INFORMATION
1.1 History of the flight
1.1.1. Flight planning
The flight crew of Scandinavian Airlines flight SK946 from Chicago to Stockholm had a
pick-up from their hotel one hour and 45 minutes before the scheduled departure time.
The crew consisted of three pilots; a commander, a first officer and a relief pilot. The first
officer was in transition training to convert his Airbus A340 type rating also to A330.
The flight planning was done according to the airline normal procedures. The fuel calculations
were made by the commander and the first officer using the RODOS Planning
- Longhaul Aircraft-system stated in the Flight Operations Manual (FOM) of the airline.
The calculations were available in the form of Operational Flight Plan (OFP) printed at
17.41 UTC (co-ordinated universal time) when the scheduled departure time was 21.15.
The relief pilot prepared the ETOPS-charts (Extended Range Operations with Two-
Engined Aeroplanes).
The weather information used by the pilots on planning reported a good weather for the
　
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