Narrative:

We were planned to land right at max landing weight on the short flight to oma. We were full; and slightly over fueled; plus had a FAA jump seater for new lca (line check airmen) observation. We discussed and monitored the fuel condition throughout the flight. Initially; we appeared to be able to land right at max ldw (landing weight); and this seemed to be the case up until cruise. After the mid-way point of the flight; it became clear that we would need to burn about 1001 lbs. Extra to meet maximum ldw. We descended early; configured early; and at 15 nm to touchdown; the FMS fuel on arrival number showed that we would land 30 pounds under max landing weight. The actual fob (fuel on board); however; did not decrease as fast as predicted for the next 10 miles or so. While the number was trending in the right direction; at 1;000 ft. AGL our actual fob was hovering around 70-80 pounds overweight. I stated to the PF (pilot flying) that we just weren't where we needed to be with the fuel and called for a go around. The PF performed probably the best go around I've experienced in years. We joined a downwind; completed the checklists; I made a quick PA; and we flew another approach and landed well under max ldw.the fuel number was going to be close; but I probably could have asked for holding instructions at 10-15 miles away until absolutely sure we were under weight. Monitoring this is such a dynamic issue though; since the quantities vary with acceleration and pitch; and burn rate with varying thrust. Even though things seemed to be trending fast enough; it just wasn't enough in the end. Next time I will probably elect to hold to be sure.

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Original NASA ASRS Text

Title: CRJ900 Captain reported being slightly over fueled on a full flight planned to land at Maximum Landing Weight. Measures are taken to burn extra fuel during descent and approach but are not sufficient and a go around is initiated. The next approach is below max landing weight.

Narrative: We were planned to land right at max landing weight on the short flight to OMA. We were full; and slightly over fueled; plus had a FAA Jump seater for new LCA (Line Check Airmen) observation. We discussed and monitored the fuel condition throughout the flight. Initially; we appeared to be able to land right at Max LDW (Landing Weight); and this seemed to be the case up until cruise. After the mid-way point of the flight; it became clear that we would need to burn about 1001 lbs. extra to meet MAX LDW. We descended early; configured early; and at 15 nm to touchdown; the FMS fuel on arrival number showed that we would land 30 pounds under max landing weight. The actual FOB (Fuel on Board); however; did not decrease as fast as predicted for the next 10 miles or so. While the number was trending in the right direction; at 1;000 ft. AGL our actual FOB was hovering around 70-80 pounds overweight. I stated to the PF (Pilot Flying) that we just weren't where we needed to be with the fuel and called for a go around. The PF performed probably the best go around I've experienced in years. We joined a downwind; completed the checklists; I made a quick PA; and we flew another approach and landed well under Max LDW.The fuel number was going to be close; but I probably could have asked for holding instructions at 10-15 miles away until absolutely sure we were under weight. Monitoring this is such a dynamic issue though; since the quantities vary with acceleration and pitch; and burn rate with varying thrust. Even though things seemed to be trending fast enough; it just wasn't enough in the end. Next time I will probably elect to hold to be sure.

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.