I-FORD
Whilst on the face of it what you say has some merit, how do we in ATC deal with the fact that, with the advent of low cost operators having a major market share, almost every aircraft is probably in the postion of being able to declare 'minimum fuel advisory' ? Which puts us back to square 1.
Once one pilot uses it and jumps the queue (for that is what will happen), then everyone will work it out and use the same ruse. No emergency declared, no paperwork and no justification required to be given to anyone afterwards, and a chance to get ahead of everyone else. It's a winner !!
It is for precisely those reasons that the UK did away with non emergency fuel priorities, simply because too many operators were sailing too close to the wind and pulling the 'we'll have to divert if we can't be number 1' card. If you genuinely can't hold, or can only hold for a maximum number of minutes, then tell us. Call a PAN if you're not critical yet (but will possibly be if holding for a while), or a MAYDAY if things are getting desperate and you really need to get on the ground. Then the waves will part and you'll get the priority you deserve. The ATC system is geared up to deal with things which disrupt the efficient flows, it's part of our training, and second nature (mainly because our plans are changing tactically all the time anyway due to 1001 different things). You can learn the lessons once on the ground safely..... and worry about any 'inquest' then.
Since I practice my black arts in both an en route and terminal environment, I have experience in most phases of flight.
In the en route arena, I'd say you can advise that you might be tight without going to the PAN or MAYDAY route, since it may be possible to give you a more efficient flight profile (level or speed) which does not involve any queue jumping in any form. Doing that early may just give you a fuel saving which is the difference you need. And the workload involved on the ATC side is likely to be minimal.
But once you get in to the terminal area, it's probably too late to do anything worthwhile unless you are looking for us to give you priority. Sequences will be set up, holds will have traffic feeding in to them in an ordered manner, speed restrictions will be in force, level restrictions will be required. All things which might cause you delay and increased fuel burn. ATC (at least in the UK) is 'first come-first served'. It's the method which gives us the easiest life
and it's also the fairest. Of course we'll put that to one side if someone is in need and has a situation which necessitates the quickest approach possible. But you'll need to have legitimate reasons and make the appropriate status call to do so. It leaves no one in any doubt about the situation, both on the ground and in the air.
Blurring things with talk about 'fuel minimums' to ATC can introduce confusion and uncertainty. Different operators have different definitions, different aviation authorities have different requirements, none of which the ATCO has any knowledge of, so how can we be expected to decide upon the ramifications and the actual need for priority ? It's the commanders decision and theirs alone to decide whether their aircraft can be operated safely, or if risk margins are being reduced such that they need the help of us on the ground to help resolve it. The recognised way to get that help is to make the call - PAN or MAYDAY.