Narrative:

When we were ready for departure we called clearance for confirmation of squawk and we were told to contact ground. Ground told us to standby so they could check the routing; so after about 15 min he came back and told us to contact clearance again and come back with engines started. We were both in the cockpit listening to the reroute. I cannot recall that a final altitude was given; nor read back. We loaded the new clearance in the box and ipad but somehow forgot to check the mileage (which is something I always do). The takeoff was uneventful and eventually we were given clearance to climb to 8;000 feet. We were flying for about 10 minutes when we asked for higher altitude. ATC denied our request and as a matter of fact told us to descend to 6;000 feet. We both knew then that we were never going to make it with legal fuel to destination; so we made an executive decision to divert to acy. We did send the company a message but we were not able to give them a call since the wi-fi doesn't work below 10;000 feet. We landed in acy with 2;800 pounds of fuel.in hindsight even if we did climb to 16;000 feet we could not have made the flight without eating some of the reserve fuel. Normally I always check the mileage from the clearance with what is on the flight plan and I always mark it on the flight plan but somehow this slipped through the cracks and I do take full responsibility for that.however I do think that clearance should warn the crew if there is a significant change in the reroute and also that a specific flight is flown at an unusual altitude. Who expects to fly 400 nm at 6000 ft??? Our reroute went from 253 nm to 402 nm. For every reroute I get from now on I will double check the mileage and fuel and altitude against the flight plan.

Related reports:

Google
 

Original NASA ASRS Text

Title: CE560XL flight crew reports receiving a reroute from Clearance Delivery after already receiving a clearance via PDC. The crew accepts the reroute and departs then discovers that the new route 150 NM longer and the flight will be held at 6;000 feet for the entire flight. The crew elects to divert for fuel.

Narrative: When we were ready for departure we called clearance for confirmation of squawk and we were told to contact Ground. Ground told us to standby so they could check the routing; so after about 15 min he came back and told us to contact Clearance again and come back with engines started. We were both in the cockpit listening to the reroute. I cannot recall that a final altitude was given; nor read back. We loaded the new clearance in the box and iPad but somehow forgot to check the mileage (which is something I always do). The takeoff was uneventful and eventually we were given clearance to climb to 8;000 feet. We were flying for about 10 minutes when we asked for higher altitude. ATC denied our request and as a matter of fact told us to descend to 6;000 feet. We both knew then that we were never going to make it with legal fuel to destination; so we made an executive decision to divert to ACY. We did send the company a message but we were not able to give them a call since the Wi-Fi doesn't work below 10;000 feet. We landed in ACY with 2;800 LBS of fuel.In hindsight even if we did climb to 16;000 feet we could not have made the flight without eating some of the reserve fuel. Normally I always check the mileage from the clearance with what is on the flight plan and I always mark it on the flight plan but somehow this slipped through the cracks and I do take full responsibility for that.However I do think that clearance should warn the crew if there is a significant change in the reroute and also that a specific flight is flown at an unusual altitude. Who expects to fly 400 Nm at 6000 ft??? Our reroute went from 253 Nm to 402 Nm. For every reroute I get from now on I will double check the mileage and fuel and altitude against the flight plan.

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.