Narrative:

Prior to crew swap; the previous captain had requested 5;000 pounds additional fuel. We were assigned the flight and noted that dispatch had not supplied the requested fuel. We departed to jfk with the original fuel load and no alternate. The planned arrival fuel was 12;000 pounds. It was the first officer's leg and we flew the flight at the planned mach and altitudes. We received a direct routing from the centers. We got jfk ATIS calling for ILS approach to 04R. The descent was delayed by center so I was making sure we would hit all the crossing altitudes. I reported the ATIS information with ny approach upon initial contact. We received several vectors to the final approach course and were told to maintain 170 KTS to 5 DME; cleared for the ILS 04R approach at 2;000 ft and told to contact the tower. As we came up to the FAF I called the tower and they told us that we were following a 757 and to use caution for wake turbulence. At this time the tower controller could have told us to slow down in order to maintain the required spacing. The tower has a radar repeater and could very well have corrected the situation. We could have slowed to our final approach speed at this time. We have now captured the glide slope and were descending out of 2;000 ft when the tower asked us if we had the traffic in front of us insight. I told the tower that we did not have the traffic; but we had the airport. We were told to maintain 2;000 ft and fly runway heading; then 100 degrees and handed off to the departure controller. I told the departure controller that we were min-fuel with no alternate. We were handed off to approach at which time we were still at 2;000 ft flaps 5 and 170 KTS heading out over the ocean. I asked approach how much longer it would be in time before we'd be on the ground. I was told that we were number 5 for the approach. I stressed the time factor as I needed to evaluate our deteriorating situation. I couldn't get a satisfactory answer with regards to time and felt that it was time to declare a low fuel emergency; which I did. I was immediately asked my fuel load which I stated as 11;000 pounds. My declaration of an emergency situation didn't seem to get us any priority as we were vectored behind several aircraft on final. By the time we were back with the tower; I told them that we were on the ILS and not a visual approach. The airport rescue and fire fighting vehicles were clearly visible and once we were safely on the ground we were asked if we needed any further assistance; I said no and that the emergency was over. We landed with 9;600 pounds of total fuel and the lfq (low fuel quantity) warning light on for the left tank. We started this whole approach well above our planned fuel we had over 14;000 pounds and finally landed with only 9;600 pounds. We maintained flaps 5 and 170 KTS during out go-around because we had no idea what was the controllers plan for us; were we to be given a short approach?

Google
 

Original NASA ASRS Text

Title: A heavy jet on approach to JFK behind a B757 was given a Tower directed go around because of lost separation and put back in line behind other aircraft even after declaring a fuel emergency. The Low Fuel Quantity Light was on after landing.

Narrative: Prior to crew swap; the previous Captain had requested 5;000 LBS additional fuel. We were assigned the flight and noted that Dispatch had not supplied the requested fuel. We departed to JFK with the original fuel load and no alternate. The planned arrival fuel was 12;000 LBS. It was the First Officer's leg and we flew the flight at the planned mach and altitudes. We received a direct routing from the Centers. We got JFK ATIS calling for ILS approach to 04R. The descent was delayed by Center so I was making sure we would hit all the crossing altitudes. I reported the ATIS information with NY Approach upon initial contact. We received several vectors to the final approach course and were told to maintain 170 KTS to 5 DME; cleared for the ILS 04R approach at 2;000 FT and told to contact the Tower. As we came up to the FAF I called the Tower and they told us that we were following a 757 and to use caution for wake turbulence. AT THIS TIME THE TOWER CONTROLLER COULD HAVE TOLD US TO SLOW DOWN IN ORDER TO MAINTAIN THE REQUIRED SPACING. The Tower has a radar repeater and could very well have corrected the situation. We could have slowed to our final approach speed at this time. We have now captured the glide slope and were descending out of 2;000 FT when the Tower asked us if we had the traffic in front of us insight. I told the Tower that we DID NOT have the traffic; but we had the airport. We were told to maintain 2;000 FT and fly runway heading; then 100 degrees and handed off to the Departure Controller. I told the Departure Controller that we were min-fuel with no alternate. We were handed off to Approach at which time we were still at 2;000 FT flaps 5 and 170 KTS heading out over the ocean. I asked Approach how much longer it would be in time before we'd be on the ground. I was told that we were number 5 for the approach. I stressed the time factor as I needed to evaluate our deteriorating situation. I couldn't get a satisfactory answer with regards to time and felt that it was time to declare a low fuel emergency; which I did. I was immediately asked my fuel load which I stated as 11;000 LBS. My declaration of an emergency situation didn't seem to get us any priority as we were vectored behind several aircraft on final. By the time we were back with the Tower; I told them that we were on the ILS and NOT a visual approach. The Airport Rescue and Fire Fighting vehicles were clearly visible and once we were safely on the ground we were asked if we needed any further assistance; I said NO and that the emergency was over. We landed with 9;600 LBS of total fuel and the LFQ (Low Fuel Quantity) warning light ON for the left tank. We started this whole approach well above our planned fuel we had over 14;000 LBS and finally landed with only 9;600 LBS. We maintained flaps 5 and 170 KTS during out go-around because we had no idea what was the controllers plan for us; were we to be given a short approach?

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.