Narrative:

I had a situation with ord ATC and felt compelled to share it as I believe it affects safety; specifically fuel planning and operational safety versus operational convenience. Normal flight; good weather - planned to arrive in ord with 6350 pounds of fuel. Actual arrival fuel would have been closer to 7000 pounds. Forecast was for winds out of the east for most of the day. On arrival winds were out of the east approaching a 10 KT tailwind for the west operation which was in effect. Upon checking in with tower and receiving a landing clearance; the wind given by ATC was 070/12 which equates to an 11 KT tailwind. With the winds exceeding the aircraft limitations I advised ATC that we would not be able to accept 28C for landing. I was directed to go-around and contact approach. After completing the go-around and a short exchange with approach I was advised the ord was not going to 'turn the airport around' for me and that I should proceed to my alternate. I advised ATC I had no alternate as none was required then or at the time of dispatch. At this time I was looking at about 5500 pounds of fuel and a destination airport off my left wing that would not allow me to land unless I was willing to exceed the aircraft limitations. After unsuccessfully trying to reach dispatch through VHF over ord dispatch frequency I obtained another wind report from ord and the wind was 060/10 which is just below our limit and requested immediate vectors for 28C. The rest of the flight was uneventful. I declared minimum fuel during my second approach. We arrived at the gate with 4300 pounds of fuel. 4300 pounds is about 30 minutes of fuel in the approach area. Sometime shortly after my arrival; ord 'turned the airport around' to an east flow.although I believe the concerns require no explanation; I can't help but comment. I understand the desire for a west operation in ord. I don't; however; understand how that is allowed to compromise safety and why ord won't 'turn the airport around' until the pilots refuse to operate when I'm sure they are aware of our 10 KT limitation. Is ATC there to enhance safety or to act as another obstacle? When they continue a west landing operation with winds nearing aircraft limits without a plan; that seems reckless. It appears they are hoping that either the winds won't exceed limits or that pilots will either willfully or ignorantly land/take-off anyway. Hope is not plan.I can't help but reevaluate my planned arrival fuel going forward now knowing that ATC might not allow me to land at my destination airport unless I'm willing to exceed the aircraft limitations.

Related reports:

Google
 

Original NASA ASRS Text

Title: Air carrier Captain reported ORD can be reluctant to 'turn the airport around' to east arrivals; causing potential issues with tailwind limits.

Narrative: I had a situation with ORD ATC and felt compelled to share it as I believe it affects safety; specifically fuel planning and operational safety versus operational convenience. Normal flight; good weather - planned to arrive in ORD with 6350 LBS of fuel. Actual arrival fuel would have been closer to 7000 LBS. Forecast was for winds out of the east for most of the day. On arrival winds were out of the east approaching a 10 KT tailwind for the west operation which was in effect. Upon checking in with tower and receiving a landing clearance; the wind given by ATC was 070/12 which equates to an 11 KT tailwind. With the winds exceeding the aircraft limitations I advised ATC that we would not be able to accept 28C for landing. I was directed to go-around and contact approach. After completing the go-around and a short exchange with approach I was advised the ORD was not going to 'turn the airport around' for me and that I should proceed to my alternate. I advised ATC I had no alternate as none was required then or at the time of dispatch. At this time I was looking at about 5500 LBS of fuel and a destination airport off my left wing that would not allow me to land unless I was willing to exceed the aircraft limitations. After unsuccessfully trying to reach dispatch through VHF over ORD dispatch frequency I obtained another wind report from ORD and the wind was 060/10 which is just below our limit and requested immediate vectors for 28C. The rest of the flight was uneventful. I declared minimum fuel during my second approach. We arrived at the gate with 4300 LBS of fuel. 4300 LBS is about 30 minutes of fuel in the approach area. Sometime shortly after my arrival; ORD 'turned the airport around' to an east flow.Although I believe the concerns require no explanation; I can't help but comment. I understand the desire for a west operation in ORD. I don't; however; understand how that is allowed to compromise safety and why ORD won't 'turn the airport around' until the pilots refuse to operate when I'm sure they are aware of our 10 KT limitation. Is ATC there to enhance safety or to act as another obstacle? When they continue a west landing operation with winds nearing aircraft limits without a plan; that seems reckless. It appears they are hoping that either the winds won't exceed limits or that pilots will either willfully or ignorantly land/take-off anyway. Hope is not plan.I can't help but reevaluate my planned arrival fuel going forward now knowing that ATC might not allow me to land at my destination airport unless I'm willing to exceed the aircraft limitations.

Data retrieved from NASA's ASRS site 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.