Narrative:

On approach to sfo runway 28L we were expecting to land with 5500lbs of fuel. On initial approach ATC gave us a 'box' pattern vector which put us at 4400lbs of fuel. We asked to not delay us any more due to fuel constraints and they replied that no more delays were anticipated. We began the approach with 3300lbs of fuel. On a ten mile final we were given go around instructions due to the aircraft in front of us going too slow. We began an immediate turn to sjc; but they told us to keep the turn going and would get us in immediately after we declared minimum fuel. We turned around and landed on runway 28L. As we were in the turn back to the runway the low fuel ECAM came on. This event did occur; as with most incidents; because of a multiple chain of events. The winds were higher than planned; and then we had to contend with weather that was heavy to extreme precipitation. We went around it to the south which took more time and fuel. As a crew we decided to continue and talked about our plans along each step of the way. The more we got into the sfo approach area; we told the controllers that we could not accept any delays; never saying min fuel. They told us not to worry and would not have any issues. As we got vectored around we discussed that we would only attempt one approach and then on to sjc. We declared minimum fuel after the aircraft was under control as we were pulled off the approach. They gave us a 270 back to final. At that time the low fuel light came on and land as soon as possible annunciated. We discussed quickly that we would land this time since we did not have any other options left. After being able to sit back and replay our situation in our minds the captain and I came to an agreement. In the future we would not hesitate to declare an emergency to get us to airport and on the ground. We were keeping up with our fuel burn; winds; and had asked dispatch to run the new numbers for us with the route change etc. We asked approach if we would have any issues on final and that we could not take any delays. I have made a set of guidelines for me in the future... For example: less than forty five minutes of fuel remaining must declare 'min fuel' and less than thirty minutes you must declare an emergency as per our operating manual. We were aware of our situation along the entire route of the flight and the information we were given led us to believe we would not have any fuel issues; but as it played out and changes popped up at us; we dealt with it as a team.

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Original NASA ASRS Text

Title: An A320 First Officer reported that after arriving in the SFO area after an excessive transcontinental fuel burn they were given delaying vectors and a go around. As they entered the final approach the LOW FUEL LAND ASAP ECAM annunciated. They did not declare an emergency.

Narrative: On approach to SFO Runway 28L we were expecting to land with 5500lbs of fuel. On initial approach ATC gave us a 'box' pattern vector which put us at 4400lbs of fuel. We asked to not delay us any more due to fuel constraints and they replied that no more delays were anticipated. We began the approach with 3300lbs of fuel. On a ten mile final we were given go around instructions due to the aircraft in front of us going too slow. We began an immediate turn to SJC; but they told us to keep the turn going and would get us in immediately after we declared minimum fuel. We turned around and landed on Runway 28L. As we were in the turn back to the Runway the low fuel ECAM came on. This event did occur; as with most incidents; because of a multiple chain of events. The winds were higher than planned; and then we had to contend with weather that was heavy to extreme precipitation. We went around it to the south which took more time and fuel. As a crew we decided to continue and talked about our plans along each step of the way. The more we got into the SFO approach area; we told the controllers that we could not accept any delays; never saying MIN FUEL. They told us not to worry and would not have any issues. As we got vectored around we discussed that we would only attempt one approach and then on to SJC. We declared minimum fuel after the aircraft was under control as we were pulled off the approach. They gave us a 270 back to final. At that time the low fuel light came on and land ASAP annunciated. We discussed quickly that we would land this time since we did not have any other options left. After being able to sit back and replay our situation in our minds the Captain and I came to an agreement. In the future we would not hesitate to declare an emergency to get us to airport and on the ground. We were keeping up with our fuel burn; winds; and had asked Dispatch to run the new numbers for us with the route change etc. We asked Approach if we would have any issues on final and that we could not take any delays. I have made a set of guidelines for me in the future... For example: less than forty five minutes of fuel remaining must declare 'min fuel' and less than thirty minutes you must declare an emergency as per our Operating Manual. We were aware of our situation along the entire route of the flight and the information we were given led us to believe we would not have any fuel issues; but as it played out and changes popped up at us; we dealt with it as a team.

Data retrieved from NASA's ASRS site as of April 2012 and automatically converted to unabbreviated mixed upper/lowercase text. This report is for informational purposes with no guarantee of accuracy. See NASA's ASRS site for official report.