Narrative:

Due to the weather; we were forced to divert well north of grand rapids before we could continue onto the POLAR3 arrival into dtw. We left with just 2250 pounds of fuel onboard. Minimum fuel was 2186 pounds. The burn to dtw was 728 pounds; hold fuel of 358 (25 minutes); reserve of 800 pounds; and alternate (fnt) of 300. We were instructed that after diverting around weather; to head direct to the buttr intersection when able. When we were able to head direct; we advised ATC; who then gave us a change in routing. We were directed over mbs and the POLAR3 arrival. We had done considerable diverting; so I did some fuel calculations; and determined that with our current fuel load; we would arrive in dtw with 1200-1300 pounds of fuel. The ATIS was reporting 12;000 foot overcast and 9 SM visibility at dtw with ILS 4L the expected approach. The forecast for dtw was calling for broken 5000 and broken 10;000 ft with more than 6SM visibility. Based on the good weather; both at dtw and our alternate fnt; I did not feel it was necessary to declare minimum fuel; since we would be landing with 100 pounds more than our minimum fuel of 1100 pounds. After crossing mbs; and 5 minutes from polar intersection; cleveland center asked if we could hold over polar. I advised them that the weather was fine; but that our fuel situation could become an issue. He then checked with dtw approach; and then queried about our alternate. Upon reaching polar; we were told to contact dtw approach and that ATC was declaring a fuel emergency for us. I advised him that if we had to hold; we would be in a minimum fuel situation; not an emergency situation. We contacted dtw approach; ATC did not query us as to our fuel. We continued to dtw under normal flight operations and landed without incident. Upon landing; we had 1250 pounds of fuel onboard; and upon parking at the gate; we had just less than 1200 pounds of fuel on board the aircraft. ATC declared emergency fuel for us; and advised us of this on descent into dtw. Cleveland center and dtw approach never mentioned what the cause for the delays into dtw; despite being asked by other aircraft. Had I known that these delays could have been possible; I would have been quicker to declare a minimum fuel situation. I did not believe that an emergency fuel declaration was warranted; considering the weather conditions at dtw and our close alternate; fnt. If we would have been unable to get to dtw and would expect holding and other delays on approach; we could easily head to fnt; since we were directly overhead of fnt. I was on the fence about declaring minimum fuel; and I probably should have declared it; since I would have only been able to hold for a few minutes. In the end; it was ATC who declared the emergency fuel situation; which we never were in. In the future if there is any doubt whatsoever; I will declare minimum fuel.

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Original NASA ASRS Text

Title: Captain of a light transport believes ATC's declaration of a fuel emergency for their flight wasn't warranted.

Narrative: Due to the weather; we were forced to divert well north of Grand Rapids before we could continue onto the POLAR3 arrival into DTW. We left with just 2250 LBS of fuel onboard. Minimum fuel was 2186 LBS. The burn to DTW was 728 LBS; hold fuel of 358 (25 minutes); reserve of 800 LBS; and alternate (FNT) of 300. We were instructed that after diverting around weather; to head direct to the BUTTR intersection when able. When we were able to head direct; we advised ATC; who then gave us a change in routing. We were directed over MBS and the POLAR3 arrival. We had done considerable diverting; so I did some fuel calculations; and determined that with our current fuel load; we would arrive in DTW with 1200-1300 LBS of fuel. The ATIS was reporting 12;000 foot overcast and 9 SM visibility at DTW with ILS 4L the expected approach. The forecast for DTW was calling for BKN 5000 and BKN 10;000 FT with more than 6SM visibility. Based on the good weather; both at DTW and our alternate FNT; I did not feel it was necessary to declare minimum fuel; since we would be landing with 100 LBS more than our minimum fuel of 1100 LBS. After crossing MBS; and 5 minutes from POLAR intersection; Cleveland Center asked if we could hold over POLAR. I advised them that the weather was fine; but that our fuel situation could become an issue. He then checked with DTW Approach; and then queried about our alternate. Upon reaching POLAR; we were told to contact DTW Approach and that ATC was declaring a fuel emergency for us. I advised him that if we had to hold; we would be in a minimum fuel situation; not an emergency situation. We contacted DTW Approach; ATC did not query us as to our fuel. We continued to DTW under normal flight operations and landed without incident. Upon landing; we had 1250 LBS of fuel onboard; and upon parking at the gate; we had just less than 1200 LBS of fuel on board the aircraft. ATC declared emergency fuel for us; and advised us of this on descent into DTW. Cleveland Center and DTW Approach never mentioned what the cause for the delays into DTW; despite being asked by other aircraft. Had I known that these delays could have been possible; I would have been quicker to declare a minimum fuel situation. I did not believe that an EMERGENCY fuel declaration was warranted; considering the weather conditions at DTW and our close alternate; FNT. If we would have been unable to get to DTW and would expect holding and other delays on approach; we could easily head to FNT; since we were directly overhead of FNT. I was on the fence about declaring minimum fuel; and I probably should have declared it; since I would have only been able to hold for a few minutes. In the end; it was ATC who declared the emergency fuel situation; which we never were in. In the future if there is any doubt whatsoever; I will declare minimum fuel.

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.