Adding it to the data block, clearly you've never been to an ATC radar facility. Data blocks are already large enough. Besides, unless your transponder is tied in to your fuel we would have no idea how much fuel you currently have if something arises a few hours in to your flight.
I have been to numerous facilities around the world, and I have seen facilities where controllers can click on the data block to expand it to see additional information. There is no reason the SAR information cannot be made available there, it has been provided by the operator.
In the old days there were limits on the telex messages and paper strips, now with digital data links the excuse has gone away.
Besides, unless your transponder is tied in to your fuel we would have no idea how much fuel you currently have if something arises a few hours in to your flight.
We use the extreamly complicated calculation of fuel at the start minus fuel used, surely a controller could use a calculator in their non life threatening 1g environment and deduct “few hours in to your flight” from the endurance to arrive at the remaining endurance.
this ATC did an excellent job while on the mid shift and most likely up in the cab by herself.
I disagree, seemed totally clueless that the aircraft was not maintaining altitude in a constant descent, way below a normal profile. A good controller would have seen that and mentioned it before the low altitude alert and provided the closer runway sooner.
Sorry Zeke I have to call you out on this confrontational post.
As a real living ATC I have also visited many centres, and the vast majority are old and way outdated. We aren't allowed to increase fees to get the good stuff. I've worked on some of the latest, and at best the datablock can include ADES/ADEP/TYPE/WTC and not a lot else. We can sometimes include enhanced Mode S data, like HDG,IAS/MACH,Selected level on MCP, and BVR. That's it. Our systems are not networked externally to prevent exploitation by hackers. So there will never be a data exchange between ramp and ATC.
Approach units especially do not use CPDLC for clearances, as the persistent "Pilot answer late" is pointless. I can thus only deduce you know not how our systems work or how we actually work in terminal airspace. I've worked Oceanic and En-Route with CPDLC and that's fine with the delays.
To turn around and say "just deduct a couple of hours fuel burn" is just plain disingenuous. I don't have the fuel burn of every single engine type PROP/TP/JET *ever produced* memorised! Do you? I think not. I don't know how long your taxi out was, or how long you sat in a penalty box, and so forth. Do you tell ATC your CI? I doubt it. So let's stop this silliness.
No let's turn the table. I have been in jumpseats numerous times, along with LOFT sessions etc. So I know what is on your end too (granted not an A350, but I have flown too). On your ACTIVE FUEL&LOAD page you have the exact amounts. Displayed right there. Your PAX NBR and fuel. It would take just a few seconds to give us the accurate figures.
Aviate. Navigate. Communicate. You are professional aviators. And we are professionals at what we do. It's not like we are asking for the cricket score in the middle of an emergency. Ignore my call, say standby, or answer me. I won't harass you.
We are out there as a team. We don't want to see anybody die. And we do everything in our power to make that happen. I know that the fire crew and hospitals would rather have accurate data in order to prepare better. I get the feeling you'd be just as vocal if the coastguard missed a third crew member and they died because we asked ramp (and not the aircraft) and they said there were 2 POB and not three. I am sorry you feel we are just there to annoy you.