Narrative:

We were given a complete change of routing to lga. We called dispatch and got the ok for the route and they sent us new 'numbers' which allowed us to proceed with the fuel 'on board'. Earlier; looking at WX in ny; there were no 'delays' forecasted. We were not given any 'hold' fuel; neither we were given any alternate...none was needed. I was the PF and briefed both the pm and our jump-seat pilot. Once we got near dc; we had to get vectors to avoid line of ts then we were given instructions to hold at pxt. By the time we got to pxt and were outbound for a teardrop entry; we were told to go direct to pxt; then there was a detailed 'routing' procedure. First officer was having tough time understanding and writing down the directions. In the end we were able to put everything in the FMS and proceeded to lga. By the time we got near jfk area; I began to get concerned about our landing fuel that was showing around 1800-1900lbs. With consultation with both pilot in the flight deck; it was determined that our min fuel was 1;400lbs; and emergency fuel was 1;000 (it was a mistake as those are crj-200 numbers...as I later discovered). I spoke with ATC and let them know that we are inching towards min fuel situation. ATC informed us that everyone ahead of us (5 planes going to lga from where we were located) has the same fuel situation. Earlier still we had been hearing numerous planes announcing their fuel issues. I kept a close watch and even had a plan to [divert] if things got any tighter.the landing was uneventful. I believe the fuel situation occurred due to ATC lack of planning. Earlier were given an option to '...deviate left or right' of the line of thunderstorms and I chose to go right (east of it) which would expedited our routing and flight time to lga; but ATC changed our heading much later to circumnavigate the line of ts to the west; which undoubtedly cost us more time and fuel. It was the same situation with most planes on our routing...almost all were beginning to have 'fuel concerns'.my mistake in all this was that I should've declared min fuel; which I did not assuming that min fuel on the crj-900 is 1;400lbs. First and foremost; this is the longest flight I ever flew as a captain and the turnaround was in just one trip. [This] is almost a 'max flying duty day'; hence; a long flight both ways. Even though we verified with dispatch our fuel calculation and routing; I should've taken more fuel. From now on; I will ensure I use that option and carry extra fuel even when no holding or alternate fuel is provided. To carry extra fuel; and time spent waiting to get refuel is much less stress-inducing event than looking at the fuel quantity dwindle towards min fuel and having to stop somewhere on the way to get more fuel.I now know the 'min fuel' and 'emergency fuel' numbers for my airplane and these figure wont' soon be forgotten. Once aware of min fuel; I should've made a decision to land at the nearest suitable airport and refuel. I should've also used the extra 'resource' - a crj-900 first officer; more efficiently to have him help out with clearance and hold procedure as the first officer was having tough time figuring things our which resulted in increased workload for me. First officer had a tough time writing down new route clearance in the air. Earlier; first officer had tough time writing down ATC clearance at [departure airport]. [The other] first officer was very helpful and helping first officer understand and write down clearance. First officer was also unable to use the 'exit hold' function when ATC asked us to depart pxt and proceed follow the new routing. But; at the end of the day; as a captain; it was my responsibility to ensure that we had enough fuel; and follow proper procedures to declare or not declare min fuel to ATC. This was a very good learning experience for me in many ways. I have always been very diligent and in fact even do that on shorter flights; on such long flights; the fuel calculation and 'awareness' of possible low fuel situation is critical. It would be helpful also to get additional guidance/techniques/insight from the company on managing these long flights with possible fuel issues.

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Original NASA ASRS Text

Title: CRJ-900 Captain described a low fuel situation on arrival into LGA.

Narrative: We were given a complete change of routing to LGA. We called Dispatch and got the OK for the route and they sent us new 'Numbers' which allowed us to proceed with the fuel 'on board'. Earlier; looking at WX in NY; there were no 'delays' forecasted. We were not given any 'HOLD' fuel; neither we were given any Alternate...none was needed. I was the PF and briefed both the PM and our jump-seat pilot. Once we got near DC; we had to get vectors to avoid line of TS Then we were given instructions to hold at PXT. By the time we got to PXT and were outbound for a teardrop entry; we were told to go direct to PXT; then there was a detailed 'routing' procedure. FO was having tough time understanding and writing down the directions. In the end we were able to put everything in the FMS and proceeded to LGA. By the time we got near JFK area; I began to get concerned about our landing fuel that was showing around 1800-1900lbs. With consultation with both pilot in the flight deck; it was determined that our Min Fuel was 1;400lbs; and Emergency Fuel was 1;000 (it was a mistake as those are CRJ-200 numbers...as I later discovered). I spoke with ATC and let them know that we are inching towards Min Fuel situation. ATC informed us that everyone ahead of us (5 planes going to LGA from where we were located) has the same fuel situation. Earlier still we had been hearing numerous planes announcing their fuel issues. I kept a close watch and even had a plan to [divert] if things got any tighter.The landing was uneventful. I believe the fuel situation occurred due to ATC lack of planning. Earlier were given an option to '...deviate left or right' of the line of thunderstorms and I chose to go right (east of it) which would expedited our routing and flight time to LGA; but ATC changed our heading much later to circumnavigate the line of TS to the west; which undoubtedly cost us more time and fuel. It was the same situation with most planes on our routing...almost all were beginning to have 'fuel concerns'.My mistake in all this was that I should've declared MIN FUEL; which I did not assuming that MIN FUEL on the CRJ-900 is 1;400lbs. First and foremost; this is the longest flight I ever flew as a captain and the turnaround was in just one trip. [This] is almost a 'Max Flying Duty Day'; hence; a long flight both ways. Even though we verified with Dispatch our fuel calculation and routing; I should've taken more fuel. From now on; I will ensure I use that option and carry extra fuel even when no Holding or Alternate fuel is provided. To carry extra fuel; and time spent waiting to get refuel is much less stress-inducing event than looking at the fuel quantity dwindle towards MIN FUEL and having to stop somewhere on the way to get more fuel.I now know the 'MIN FUEL' and 'EMERGENCY FUEL' numbers for my airplane and these figure wont' soon be forgotten. Once aware of MIN fuel; I should've made a decision to land at the nearest suitable airport and refuel. I should've also used the extra 'resource' - a CRJ-900 FO; more efficiently to have him help out with clearance and Hold procedure as the FO was having tough time figuring things our which resulted in increased workload for me. FO had a tough time writing down new route clearance in the air. Earlier; FO had tough time writing down ATC Clearance at [departure airport]. [The other] FO was very helpful and helping FO understand and write down Clearance. FO was also unable to use the 'Exit Hold' function when ATC asked us to depart PXT and proceed follow the new routing. But; at the end of the day; as a Captain; it was my responsibility to ensure that we had enough fuel; and follow proper procedures to declare or not declare MIN FUEL to ATC. This was a very good learning experience for me in many ways. I have always been very diligent and in fact even do that on shorter flights; on such long flights; the fuel calculation and 'awareness' of possible low fuel situation is critical. It would be helpful also to get additional guidance/techniques/insight from the company on managing these long flights with possible fuel issues.

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.