Narrative:

While operating a commercial passenger flight to ZZZ we were given a hold over abcxx intersection by the controlling agency (center). We were told to hold at abcxx intersection on the airway. We entered the hold at approximately XA45Z and were given an efc time of XB25Z. We attempted to contact dispatch via our company radio phone; and were unsuccessful. This is a requirement for our company operations; as we give dispatch our location of the hold; our fuel on board; and updated efc times for the hold. After doing some math based on our fuel on board and our fuel burn in the hold; we decided it was necessary to drop our alternate in order to reduce our divert fuel allowance; which was approximately 1;700 pounds based on the alternate. Dropping the alternate would reduce our divert fuel to the basic IFR alternate minimums; which works out to be 825 pounds on our particular aircraft. This would allow us to hold longer while traffic volume was being handled into the ZZZ airport. The weather was VFR; with unrestricted visibility and skies. We attempted all of our radio outlets to get hold of dispatch; and were unsuccessful. Finally; another company aircraft of ours heard us trying to get hold of dispatch; and said that they would relay any messages we need. We informed them of our desire to drop our alternate; and gave them the information about the hold to give to dispatch. The company aircraft got hold of dispatch; relayed the message; and relayed the amendment to our release to us; which included a dropped alternate; which reduced our divert from approximately 1;700 pounds of fuel to 825 pounds. As we neared our efc time of XB25Z; center informed us that we had a new efc time of XB45Z. After calculating our fuel onboard and fuel burned; we decided that this would again be acceptable since we had dropped our alternate. We again exhausted all options and methods of getting hold of our dispatch; and there were no longer any company aircraft on company frequency. We had agreed that we would not be able to hold for much longer after the second efc time of XB45Z. As we neared the XB45Z efc time; center informed us that ZZZ was not accepting 'props' at the current time; and asked us if we could divert to our alternate. We informed center that we had amended our flight plan release and dropped our alternate. Center then asked us if we could divert to ZZZ1 because of the fact that ZZZ was not accepting 'props' into the airport yet. We stated that ZZZ1 was not an approved alternate for our company; and that we would not be able to divert to ZZZ1. Center then informed us of yet another (third) efc time of XC10Z. After once again being unsuccessful in attempting to contact our dispatch over the radio; we did math based on our fuel onboard and fuel burn. We then agreed that we were now in a minimum fuel situation; and would not have enough fuel to meet the XC10Z efc time. We declared to center 'minimum fuel.' they asked us if we were declaring an emergency; and we stated 'negative; declaring minimum fuel.' we explained to them that we might not have enough fuel to hold until XC10Z and make it to ZZZ airport; but that if we left soon we would have enough. A few minutes later; center informed us to contact ZZZ approach. We were then handed off and given vectors to the ZZZ airport; and landed safely. We landed with approximately 1;700 pounds of fuel; which was sufficient with regards to fuel requirements for diversions. We taxied to the gate; parked the aircraft; and were informed by company operations that the 'FAA had an important message for us' and gave us a telephone number to call. The captain of our flight called the telephone number; which was actually center. A center supervisor informed us that the center declared an emergency for us in order to get us into the ZZZ airport.

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Original NASA ASRS Text

Title: When arrivals are delayed on a clear day fuel available and divert considerations become an issue so a crew declares 'minimum fuel'. ATC declares an emergency to give priority handling.

Narrative: While operating a commercial passenger flight to ZZZ we were given a hold over ABCXX Intersection by the controlling agency (Center). We were told to hold at ABCXX Intersection on the airway. We entered the hold at approximately XA45Z and were given an EFC time of XB25Z. We attempted to contact Dispatch via our company radio phone; and were unsuccessful. This is a requirement for our company Operations; as we give Dispatch our location of the hold; our fuel on board; and updated EFC times for the hold. After doing some math based on our fuel on board and our fuel burn in the hold; we decided it was necessary to drop our alternate in order to reduce our Divert Fuel allowance; which was approximately 1;700 LBS based on the alternate. Dropping the alternate would reduce our Divert Fuel to the basic IFR alternate minimums; which works out to be 825 LBS on our particular aircraft. This would allow us to hold longer while traffic volume was being handled into the ZZZ airport. The Weather was VFR; with unrestricted visibility and skies. We attempted all of our radio outlets to get hold of Dispatch; and were unsuccessful. Finally; another company aircraft of ours heard us trying to get hold of Dispatch; and said that they would relay any messages we need. We informed them of our desire to drop our alternate; and gave them the information about the hold to give to Dispatch. The company aircraft got hold of Dispatch; relayed the message; and relayed the amendment to our release to us; which included a dropped alternate; which reduced our divert from approximately 1;700 LBS of fuel to 825 LBS. As we neared our EFC time of XB25Z; Center informed us that we had a new EFC time of XB45Z. After calculating our fuel onboard and fuel burned; we decided that this would again be acceptable since we had dropped our alternate. We again exhausted all options and methods of getting hold of our Dispatch; and there were no longer any company aircraft on company frequency. We had agreed that we would not be able to hold for much longer after the second EFC time of XB45Z. As we neared the XB45Z EFC time; Center informed us that ZZZ was not accepting 'props' at the current time; and asked us if we could divert to our alternate. We informed Center that we had amended our flight plan release and dropped our alternate. Center then asked us if we could divert to ZZZ1 because of the fact that ZZZ was not accepting 'props' into the airport yet. We stated that ZZZ1 was NOT an approved alternate for our company; and that we would NOT be able to divert to ZZZ1. Center then informed us of yet another (third) EFC time of XC10Z. After once again being unsuccessful in attempting to contact our Dispatch over the radio; we did math based on our fuel onboard and fuel burn. We then agreed that we were now in a minimum fuel situation; and would not have enough fuel to meet the XC10Z EFC time. We declared to Center 'minimum fuel.' They asked us if we were declaring an emergency; and we stated 'Negative; declaring minimum fuel.' We explained to them that we might not have enough fuel to hold until XC10Z and make it to ZZZ airport; but that if we left soon we would have enough. A few minutes later; Center informed us to contact ZZZ Approach. We were then handed off and given vectors to the ZZZ airport; and landed safely. We landed with approximately 1;700 LBS of fuel; which was sufficient with regards to fuel requirements for diversions. We taxied to the gate; parked the aircraft; and were informed by Company Operations that the 'FAA had an important message for us' and gave us a telephone number to call. The Captain of our flight called the telephone number; which was actually Center. A Center Supervisor informed us that the Center declared an emergency for us in order to get us into the ZZZ airport.

Data retrieved from NASA's ASRS site as of May 2009 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.