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aircraft’s computer data block would flash
intermittently to remind the controller of the
flight’s fuel status before it reaches the
critical stage.
Air Traffic Procedures Handbook
Air traffic controllers may not refer to the AIM
on a regular basis, but ATP 7110.65 references
minimum fuel:
MINIMUM FUEL — Indicates that an aircraft’s
fuel supply has reached a state where, upon
reaching the destination, it can accept little or
no delay. This is not an emergency situation but
merely indicates an emergency situation is
possible should any undue delay occur.
Advice for Pilots
What can you do if minimum fuel gets you?
❖ Monitor fuel consumption and have an
alternate plan if things don’t look as if they
will turn out as planned
❖ If you decide that a minimum fuel situation
exists, or is likely to exist at some point down
the line, determine the point beyond which
you will not continue in accordance with the
original flight plan and what your alternate
plan of action will be
❖ Communicate! Tell ATC exactly what your
situation is, and make sure they understand
it. Inform the controller how long you can
continue on their original clearance or route
before a diversion becomes necessary, restate
the situation to the new controller on a
handoff, or otherwise clarify the situation if
appropriate. Consider advising ATC on each
successive frequency that a minimum fuel
situation exists. Note the following
communication that kept ATC aware
of the minimum fuel situation:
❖ Plan ahead — don’t wait until fuel is critical
and the situation really does become an
emergency
❖ Finally, remember the declaration of an
emergency does not put you on trial. It may
require a report to the company, or a “letter”
to the FAA Administrator (only if requested),
or it may not require a thing.
14 Summer 1992 ASRS Directline
“M
”
y First Officer was flying. A military
transport had landed on Runway 24[R],
[and] was instructed to turn left and hold short of
24L…. We were cleared for takeoff on Runway
24L…. Just prior to lift-off speed, we
observed [the] military transport start taxiing. He taxied
onto runway 24L in front of us. We were then above the V1
speed, and our only option was to continue the takeoff. We were
able to lift off over the military transport, but had our gross
weight been closer to maximum, we might have had a real
problem. [Upon] … arrival at our destination, I called
the … [departure airport] Tower, and their people confirmed
that the military transport had crossed Runway 24L without a
clearance.
Three on-runway collisions during the recent times have sadly confirmed the risks
associated with on-the-ground operations at major national airports. Pilot and ATC
controller submissions to the ASRS frequently describe near-accidents involving activerunway
incursions and transgressions. Analysis of such reports suggests that the
routine and commonplace Ground or Tower Controller instruction — hold short of
Runway XX — can potentially pose one of the most serious hazards in the entire ATC
communications system.
“On taxi-in … I contacted Ground and reported clear of [Runway] 10. Ground said to
hold short of [Runway] 22 at ‘Charlie’ … I read back…. I completed the [after
landing] checklist, called Ops and advised them we were on the ground (a required
call) and then called Ramp Control to confirm our gate. I looked back up at the
Captain … and said, ‘Gate is confirmed and we are still to hold short of 22!’ He
acknowledged me with a nod. I once again diverted my attention to the radio control
panel … when I looked up, Ground Control said ‘air carrier (XX), hold short of 22.’ At
that time we were within 5 feet of Runway 22. The Captain slammed on the brakes.
A small twin engine plane … crossed directly in front of us on the takeoff roll. Had …
[he] been a larger aircraft with a greater wing span, there would have been contact!”
One hundred forty-one ASRS reports describing events that occurred between December
1987 through September 1990 were reviewed for this article. All errors were
associated with three different phases of ground operations: taxi-out, taxi-in, and
immediately after the landing roll-out. Most of these “hold-short clearance” reports
entailed some degree of conflict (many of which were categorized as
near-collisions). There were also go-arounds, and aborted or discontinued takeoffs.
　
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