Narrative:

Redispatch flight plan. Arrived. Redispatch point with 27.0; required 26.1. We arrived in pattern with enough fuel for approach and landing; approximately 23.0. ATC vectored to parallel wide 360 degree heading to get into line with arrival stream. ATC then vectored us to a tighter parallel outbound to approach course. We slowed to 230 knots on downwind. ATC then progressively slowed us with the stream to 170 KTS on base turn. At base turn we had 17.7 fuel. We were told to hold 170 KTS then we were transferred to tower. Tower directed that we slow 20 KTS. We told ATC we were unable. I told ATC we could give them 162 KT approach speed. Tower cleared us to land behind airbus. Then upon our asking for reconfirm of landing clearance; ATC reconfirmed. We continued our descent on GS. We were about 2400 ft when ATC directed we go around and climb runway heading to 4000 ft. We checked in with approach. Upon turn to downwind; we had approximately 13.0 at the missed level altitude. We determined we could continue to approach and landing without declaring fuel if we were given expeditious handling. At that point; I told ATC we needed expeditious handling. Then I called again and told them our vapp 162 and if we had to go around we were be emergency fuel. ATC asked if we were declaring minimum fuel and I said 'yes; we are declaring minimum fuel.' moments later; ATC directed we slow to 170 KTS then descend to 3000 ft. I read back this clearance to ATC. We then began to configure to allow lower airspeed. After achieving speed; we started descent. Descending past 3600 ft; asked why we were descending. I told them we had understood and read back that we were to slow to 170 knots then descend to 3000 ft. ATC said I may have read that back; but they did not clear us for that. We did not discuss the miscommunication. We immediately climbed back to 4000 ft. No interference to other aircraft perceived 'from our cockpit' -- no vectors to other aircraft; etc. At this point we realized we would expect to be below 9.0 emergency at landing (approximately 12.0 at this point). We declared emergency fuel -- this occurred almost simultaneously with airspeed and descent due insertion into ATC communications. ATC continued our downwind track. We had numerous aircraft on approach in front and to our left. We continued to follow ATC vectors. Considering the need to turn to airport now on our own and advise ATC of our urgent state; before we had to make the turn to airport; ATC turned us towards the approach course. However; when we rolled out we were still about 25+ miles from the runway. At this point the only thing we could do is delay configuration and reduce fuel consumption. We configured flaps 28 degrees at 2000 ft (1500 ft AGL); and gear at 1500 ft (1000 ft AGL). Then final flaps of 35 degrees at approximately 1100 ft (600 ft AGL). We landed with 5.5 fuel. Blocked in with 5.0 (tanks: left = 1100 pounds; center = 1900 pounds; right = 1500 pounds; auxiliary = 400 pounds; tip = 100 pounds).

Related reports:

Google
 

Original NASA ASRS Text

Title: MD11 flight crew reports ATC directed go around that results in an altitude deviation and a declaration of emergency fuel. Aircraft lands with 5500 LBS of fuel on board.

Narrative: Redispatch flight plan. Arrived. Redispatch point with 27.0; required 26.1. We arrived in pattern with enough fuel for approach and landing; approximately 23.0. ATC vectored to parallel wide 360 degree heading to get into line with arrival stream. ATC then vectored us to a tighter parallel outbound to approach course. We slowed to 230 Knots on downwind. ATC then progressively slowed us with the stream to 170 KTS on base turn. At base turn we had 17.7 fuel. We were told to hold 170 KTS then we were transferred to Tower. Tower directed that we slow 20 KTS. We told ATC we were unable. I told ATC we could give them 162 KT approach speed. Tower cleared us to land behind Airbus. Then upon our asking for reconfirm of landing clearance; ATC reconfirmed. We continued our descent on GS. We were about 2400 FT when ATC directed we go around and climb runway heading to 4000 FT. We checked in with Approach. Upon turn to downwind; we had approximately 13.0 at the missed level altitude. We determined we could continue to approach and landing without declaring fuel if we were given expeditious handling. At that point; I told ATC we needed expeditious handling. Then I called again and told them our Vapp 162 and if we had to go around we were be Emergency Fuel. ATC asked if we were declaring Minimum Fuel and I said 'Yes; we are declaring Minimum Fuel.' Moments later; ATC directed we slow to 170 KTS then descend to 3000 FT. I read back this clearance to ATC. We then began to configure to allow lower airspeed. After achieving speed; we started descent. Descending past 3600 FT; asked why we were descending. I told them we had understood and read back that we were to slow to 170 Knots THEN descend to 3000 FT. ATC said I may have read that back; but they did not clear us for that. We did not discuss the miscommunication. We immediately climbed back to 4000 FT. No interference to other aircraft perceived 'from our cockpit' -- no vectors to other aircraft; etc. At this point we realized we would expect to be below 9.0 emergency at landing (approximately 12.0 at this point). We declared Emergency Fuel -- this occurred almost simultaneously with airspeed and descent due insertion into ATC communications. ATC continued our downwind track. We had numerous aircraft on approach in front and to our left. We continued to follow ATC vectors. Considering the need to turn to airport NOW on our own and advise ATC of our urgent state; before we had to make the turn to airport; ATC turned us towards the approach course. However; when we rolled out we were still about 25+ miles from the runway. At this point the only thing we could do is delay configuration and reduce fuel consumption. We configured flaps 28 degrees at 2000 FT (1500 FT AGL); and gear at 1500 FT (1000 FT AGL). Then final flaps of 35 degrees at approximately 1100 FT (600 FT AGL). We landed with 5.5 fuel. Blocked in with 5.0 (tanks: left = 1100 LBS; center = 1900 LBS; right = 1500 LBS; auxiliary = 400 LBS; Tip = 100 LBS).

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.