Guys: not an emergency, but the flight was continued..
Report on the low fuel incident of KL874, a Boeing 747-406, PH-BFC, en route from Bombay (VABB) to Amsterdam (EHAM), on 14 July 1994
Operator: KLM - Royal Dutch Airlines - Aircraft type: Boeing 747-406 Combi Registration: PH-BFC Flight: KL874, scheduled from Bombay Airport (VABB) to Amsterdam Schiphol Airport (EHAM) Date: 14 July 1994 Place: During descent into EHAM
Synopsis
After an uneventful take-off from Bombay Airport in heavy rain, the EICAS alerts "Flaps Primary" followed by "Flaps Drive" were triggered during climb, passing FL220, at an airspeed of approximately 330 kts. The respective emergency checklist procedure was performed and after some delay, due to poor HF communications, clearance was obtained from Bombay ATC to descend to FL200, in accordance with the emergency checklist procedure. KLM movement control and KLM maintenance support were contacted via HF radio and in concert with KLM maintenance support the flaps were recycled between positions 'up' and 5 several times, by use of all available operating modes. However the flap warning persisted and it could also not visually be verified that the leading edge flaps were fully retracted. It was decided that the flight could continue but that the respective flaps 5 limit speed should be observed. However in concert with KLM operational engineering, it was decided that the stated altitude restriction was not applicable and that the aircraft could climb, given the normal operational envelope and the additional speed limitation. An intermediate landing at Dubai was considered, but at that time the aircraft was still operating above its maximum landing weight. Fuel calculations indicated that the flight could proceed to Athens with 25.000 kg fuel remaining upon arrival. While the flight continued, it became apparent that it was also possible to continue the flight to Frankfurt. KLM movement control was informed and a technical team with spare parts was put on standby to proceed to Frankfurt as soon as the final decision was made to make an intermediate landing at Frankfurt. While the flight continued, fuel calculations indicated that KL874 might continue to Amsterdam with approximately 4000 kg fuel remaining upon arrival. Shortly before passing abeam Frankfurt, fuel calculations indicated slightly more than 30 minutes reserve fuel remaining upon arrival in Amsterdam and after consult (via KLM movement control) with the Schiphol Meteorological Office, Air Traffic Control and the chief pilot, it was decided to continue the flight to its original destination Amsterdam. After passing Frankfurt, the indicated amount of fuel remaining upon arrival however started to decrease and ATC did not clear KL874 for an unrestricted descent and approach into Schiphol. During descent it became apparent that the aircraft would land with less than 30 minutes reserve fuel. KL874 did not declare an emergency, but ATC was informed of the critical low fuel situation, after which KL874 was cleared direct to Schiphol. Due to a late descent cleararce, an intermediate level off at FL260, diverging radar vectors from ATC and early flap extension, to verify the correct operation of the flaps, the calculated remaining fuel decreased further and after parking at the gate it was noted that there was 2200 kg fuel left.