Lightning fuel precautionary/priority
 

I was reminiscing a few days ago with another WIWOL on the techniques(devious tricks) that we used to eke out our valuable fuel. In the process the issue of 'fuel precautionary' v. 'fuel priority' came up. From my flagging memory 'fuel priority' meant that you were recovering with insufficient fuel for a diversion and that therefore you had to have first stab at the runway. 'Fuel precautionary' was advisory to ATC that you would not bolt with a chute failure as in so doing you would not be able to carry out a further approach and still have diversion fuel. Am I right or have the sands of time eroded the grey cells?


It might also be interesting to hear from others with their own tricks apart from the obvious, but frowned upon, shutting down of the No 2 engine.

Didn't you call "fuel precautionary" as you taxied out and "fuel priority" as you got airborne?

Flap62 that was the Wattisham Wing with their fuel-critical F3s. With our fuel-enhanced F6s we had 15' grace unless the flaps didn't feed in which case it might have been 10'!

Don't remember a 'priority' call, but recall that on a precautionary landing you went to idle/idle and started braking before pulling the chute handle. If the chute failed you just continued braking and probably ended up with hot brakes. From memory you usually did a precautionary landing if landing well below 800lbs a side - that being enough for 1 circuit or a mayday div to a close airfield. As an aside we were told that the fuel needed to carry out the full emergency gear lowering procedure was at least 800lbs a side so we were advised to feel the gear lowering when short of fuel as it was possible to feel the 3 clunks of the gear locking down.

I seem to recall "800lb a side at top of the dive" as a standard Binbrook restriction!!!

On other types I've operated we used 'fuel priority' as a call to ATC. I'm sure it meant that as long as I can continue on my recovery unimpeaded I'll be fine, but if I get delayed (due to other traffic) I'll almost certainly be going below my minimum diversion fuel. We would even call it in the circuit if sent around too often for departing traffic or aircraft flying instrument approaches being given the runway from 4nm or so.