Sunfish I think you are thinking about this procedure the wrong way . When operating your aeroplane, you are expected to have sufficient knowledge of its systems and limitations that you plan your trips accordingly . In normal ops there will be no need to apply this low fuel procedure as you should plan to avoid being in that situation in the first place. If enroute you find the winds are more adverse than expected, you divert to somewhere you have sufficient fuel for and top up . Just as you should now . Enroute stops should always be considered if flying towards the range limit of your aircraft. Fuel management and planning is still just as important as before .
if however, you do your job of correctly planning, and while enroute manage your fuel so that you arrive at the destination with a fuel above your minimum reserve. But for factors beyond your control your approach and landing will be delayed requiring use of the final reserve, a min fuel call, and then a May Day call are there to help you get priority for landing. It is an unambiguous procedure (for most, right LB?) that once adopted can be used world wide. Maybe not much good in the GAFFA. But useful at controlled airports. If you were to arrive at your destination just as an aeroclub flock arrive, your min fuel call would allow you to jump the que and land out of sequence, keeping your reserve fuel intact, thus negating any need for a May Day. And yes I have arrived at a place in the middle of nowhere just as said flock has arrived .
This 30min final reserve is worked at holding speed power setting at 1500 feet rather than enroute fuel flow.
Last edited by donpizmeov; 30th Jun 2018 at 21:17.