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(section 5-5-15) provides further clarification:
Advise ATC of your minimum fuel status when
your fuel supply has reached a state where,
upon reaching destination, you cannot accept
any undue delay.
Be aware that this is not an emergency
situation, but merely an advisory….
Be aware [that] a minimum fuel advisory does
not imply a need for traffic priority.
If the remaining usable fuel supply suggests
the need for traffic priority to ensure a safe
landing, you should declare an emergency
due to low fuel and report fuel remaining in
minutes.
Controllers have several responsibilities when advised
of a “minimum fuel” situation – they must relay
this information to the ATC facility to which control
jurisdiction is transferred; and be alert for any occurrence
that might delay the aircraft. Controllers are also
encouraged to use “common sense and good judgement [to]
determine the extent of assistance to be given in minimum
fuel situations.” (Order 7110.65, Air Traffic Control)
A report from an MD-80 Captain describes a “minimum
fuel” situation and shows how ATC used its judgement to
declare an emergency when the flight crew was reluctant
to use the “E” word. (Editor’s note: See CALLBACK #310
for a fuller discussion of emergency declarations.)
■ Flt from ZZZ to ZZZ1. No alternate fuel required and
dispatched with approximately 25 minutes of holding
fuel. Approaching fix, we were given a clearance to do two
360 degree turns. Following that clearance, we were given
direct ZZZ2 VOR and 2 more turns in holding. Released
from that fix to next fix and the arrival. Approaching
intersection, we were told to hold again with an EFC of
approximately 30 minutes. After one turn in holding,
told them we were unable to hold and requested divert to
ZZZ3. After being given a heading away from the field, I
declared minimum fuel. After still being given the vector
away from the field, I restated to the controller that I was
minimum fuel. Was then given vectors to another arrival
…I was told we were 15 in line for Runway 31R and I
again informed the controller we were minimum fuel. He
said that unless we were a fuel emergency we were still 15
in line. The Approach Controller ultimately declared us as
an emergency and then gave us clearance for a visual to
•
•
•
•
Runway 31L…Ultimately, we landed with approximately 4
minutes of fuel before we were in an emergency fuel status.
Have You Got Enough?
A number of ASRS air carrier reporters involved in
“minimum fuel” incidents observe that today’s tight fuel
plans leave pilots few options for extending their flights:
■ I have noticed that many dispatchers supply us with
adequate fuel for flights with no room for vectors, being
held down or other problems. The higher passenger weights
have brought in a problem of trying to maximize passengers
against a conservative fuel plan.
■ Lesson learned: planning a flight to busy cities on
minimum fuel requires a lot of things to go right, i.e., no
departure delays, smooth flight planned altitudes, and no
arrival delays – even in perfect weather.
■ This flight fit the trend of next-generation flight plans
with long, direct legs between fixes and strong winds aloft.
The flight planning program apparently makes assumptions
about the wind model between waypoints and comes up
with an unrealistically low fuel burn. This problem does
not appear on more traditional routings with shorter
legs between checkpoints because there are more fixes to
accurately account for the wind. Lesson learned: an extra
1000-1500 lbs. [of fuel] over what we had would have given
us the fuel to deal with the winds aloft and developing
weather and reach our destination without receiving traffic
priority.
Continuing the staff introductions initiated in previous
issues of CALLBACK, this month we feature…
Edward C. (Ed) Arri
Ed Arri first joined the ASRS
staff in 1989, and has held a
number of key analyst positions.
From 1989-1999 he was Chief
Analyst, responsible for all
screening, analysis, and quality
control of the ASRS reporting
process. In addition to analyzing
aviation incident reports, Ed
has also specialized in air traffic
analyses to support FAA procedures design, rule-making,
and Quick Response studies.
Prior to joining the ASRS staff, Ed was a manager,
supervisor, and air traffic controller with the FAA and
Air Force for more than 37 years. He served at the
　
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