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departure airport Chicago O’Hare. For the destination airport Stockholm Arlanda there
was a forecast with temporarily fog and visibility 500 m in the morning between 06 and
07 UTC. The scheduled arrival time of the flight was 05.35 UTC.
There were the following calculations and markings in the OFP:
In the left column are the calculations printed in the OFP and on the right column the
markings made by the pilots.
ZFW (zero fuel weight) 161.2/ 162.8
TOF (take off fuel) 50.1/ 50.3
TOW (take off weight) 211.3/ 213.1
TRIP (trip fuel) 42.4/ 42.4
LW (landing weight) 168.9/ 170.7
There were the following reserve calculations in the OFP:
CONT FUEL 3: 1.3/0:16, COMP 0.0/0:00, ADD 0.0/0:00, FINAL RES 2.3/0:30
There were additional calculations:
ALTN WC ALTNFUEL FUEL 30 NM TOTFUEL/TIME
GOT/ESGG -30 4.1/0:46 7.0/FL280 50.8/ 8:58
The pilots had marked in the item XTRA FUEL 0.2/0:02 and in the item TOTFUEL/TIME
51.0/8:52. They had marked above the FUEL 30 (7.0) “MIN DIV 6.4”.
There were two additional alternate fuel calculations:
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Airliner landing with low fuel at Helsinki-Vantaa airport on 3.10.2003
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FUEL INFO FOR OPTIONAL ALTN:
TKU/EFTU +17 2.7/0:34 5.6/FL170 49.4/8:38
HEL//EFHK +19 3.7/0:41 6.6/FL290 50.4/8:45
In the OFP was reported the individual fuel consumption coefficient of the aircraft OYKBN:
“fuel factor” F-F - .1.
The pilots concluded that no problems would be expected during the flight. The pilots
agreed to take the 51.0 metric tons (t) fuel uplift which included 200 kg extra to the 50.8 t
calculated in the OFP. Calculations included 0.7 t for taxi, 42.4 t of trip fuel to Arlanda,
1.3 t of en route contingency fuel and 6.4 t of alternate fuel from Arlanda to Gothenburg
including alternate trip fuel of 4.1 t and final reserve fuel of 2.3 t. The commander got
information that take-off weight (TOW) would be 1.6 t more than that 211.3 t calculated
in the OFP and decided for that reason to take 0.2 t extra fuel.
1.1.2 Flight from Chicago to Stockholm
The departure time was 21.45 UTC and take-off fuel (TOF) 50.3 t, which was 200 kg
more than calculated in the OFP. SK946 was able to obtain its planned cruising flight
level, a minor short-cut was received and the wind component was as forecasted. A
constraint of Mach 0.82 was used during cruise. The first officer acted as pilot flying (PF)
and the Commander as pilot not flying (PNF). The pilots divided the flight time after departure
for active duty and rest time. The commander took the last rest turn. He was
resting for approximately two hours before the top of descend.
The fuel consumption was getting higher than calculated, 200 kg extra was used 45
minutes after departure. After two hours and 58 minutes flight the fuel onboard was 500
kg less than calculated in the OFP. The pilots told to the investigators in their interview
that they were not concerned about the fuel as long as it was within the contingency.
According to their statements it is normal that the fuel goes below the calculations and
comes back again to the calculated values, and that the fuel quantity indicators of A330
are not very reliable. On the longitude 30 W, after 4 hours and 36 minutes flight time, the
aircraft had used 900 kg more than calculated and the flight was four minutes behind the
time calculated in the OFP. The commander started his rest period at around this time.
After five and half hours the fuel amount was 1100 kilos below the planned and all the
contingency fuel of 1300 kg was consumed. The extra fuel of 200 kg was also used by
the reporting point SOPAR, where totally 1500 kg more than calculated was burned and
SK946 had no more planned reserve fuel remaining. The flight was five minutes behind
the calculated flight schedule.
When the flight SK946 approached Stockholm Arlanda low visibility procedures (LVP)
were in force and the commander decided to request a category II (CAT II) approach
and took the controls at ELTOK when the altitude of the aircraft was 10000 feet. The
ATC (Air traffic control) cleared SK946 to holding, but the commander answered that
they have no time for any holding. He instead requested direct radar vectoring for runway
01L due to fuel situation. The Local Operation Centre of the airline helped SK946 to
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Airliner landing with low fuel at Helsinki-Vantaa airport on 3.10.2003
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change the approach sequence with an other flight of the same airline. This flight entered
holding instead of SK946. The Scandinavian Airlines has a note in its Operations
Manual that during peak hours all flights except long-haul flights, should have extra fuel
of 15 minutes for holding in Arlanda.
　
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