Narrative:

A line of severe thunderstorms was affiliated with a system extending from mexico up to the great lakes and wrapping around back to the plain states. Upon arriving for XA04 show time; severe weather had halted all flights and we were delayed indefinitely. When our plane arrived at XE30; I spoke with our dispatcher about my concerns for dispatching into this system. She said we should be able to penetrate the storm line around monroe; go east of the WX; and fly north and land slightly ahead of the storms with some moderate turbulence; now slicing through la-ar-mo to the great lakes. Our gate fuel was 5600 lbs with no alternate; moderate to severe turbulence reported on www.adds.aviationweather.gov; and the weather scheduled to arrive at ZZZ1 at the same time as we were. I requested severe weather alternates (escape routes) be added and more fuel be uploaded. She agreed to bring our ramp fuel to 6600 lbs and added ZZZ2 and ZZZ as 'unofficial alternates'; however; I told her I wanted to stay west of the line and let it pass ZZZ1. I also delayed the flight until the flight crew was comfortable that the weather was going to be manageable. Our XB04 scheduled flight departed at XF47; and we elected to fly iah-ZZZ2-txk-ZZZ1 west of the line of storms; but encountered continuous light with occasional moderate chop reported at all altitudes. Upon completing the cruise checklist; I observed that we would land with 2500 lbs at ZZZ1. The dispatcher notified us twice on free text ACARS that we needed to turn east toward monroe and navigate through the weather to the east of the line. We declined and stayed on the west side; and she felt the weather would be worse penetrating further north. I advised ATC that we would evaluate the storm situation over ZZZ2 and make a 'go-no go' decision into ZZZ1 there. Center advised us that the weather had diminished and that there was a gap we could get through. As we got closer to ZZZ1; our landing fuel had decreased to 2300 lbs; and I mentioned to the first officer (first officer) that diverting could be a problem now. We were also reporting light rime icing and moderate turbulence on the final descent. Upon contacting approach; I declared 'min fuel'; even though we would be landing with 2300 lbs just as a precaution. The ATIS was calling for winds 160@26g39; so we set up for a flaps 22 landing on runway 18R. We broke out in the clear on final approach; but got a red (increasing) windshear warning from GPWS on short final. We executed a missed approach and climbed out of the shear; evaluated our fuel; and elected one more approach. Once again; on short final; we received a red windshear warning and went missed approach. After evaluating the situation; I elected to declare for low fuel (we were at 2100 lbs on the EICAS) and had to decide between ZZZ2 or ZZZ. ZZZ2 was 140 nm away but with severe storms and windshear while ZZZ was 160 nm away but smooth ride and clear. The fuel planning showed we would land at ZZZ with 1100 lbs; and we elected to also select muscle shoals and decatur as emergency landing airports in case we experienced an engine flame out. I briefed the flight attendant of the [situation]; informed the passengers as well as dispatch of the [situation]; and diverted to ZZZ. We executed a descent; approach; and visual approach to ZZZ; landed with 1200 lbs of fuel; taxied to the gate followed by emergency vehicles; and parked uneventfully. Upon completing the parking checklist; the station personnel asked if we were ready to depart for ZZZ1 and fly from there to houston; scheduled to land at our duty day maximum thirteen hours. I informed them my crew and I were a bit uptight and tired and to give us at least 30 minutes to decide what to do. The line of severe weather was on top of ZZZ1 at this time. Thirty minutes later; fatigued and still deeply concerned over the situation which has just occurred; we elected not to fly anymore. I advised scheduling and spoke with the chief pilot on call about the situation. The cp (chief pilot) called again and asked where we were. I told her the crew was still on the plane; the passengers inside; and us still waiting for crew scheduling to get us a hotel. She expressed great concern over these events and prompted ops to get us to a hotel. Right away; the hub coordinator called and apologized for scheduling us ZZZ-ZZZ1-iah; as he did not realize we had had a low fuel [situation]. The combination of severe storms; no alternates originally; over four hour delays; turbulence/windshear; and a company cost saving program which puts our minimum fuel dangerously low in critical situation could prove to be catastrophic in the future; I erred greatly in not getting the fuel brought up even higher than 6600 lbs to 8000 lbs for example- and not delaying the flight ever further until the storms were assured of passing east of ZZZ1. I further misjudged the situation by attempting a second approach attempt into ZZZ1 as opposed to diverting. Finally; ZZZ2 was closer and although thunderstorms windshear and hail were a threat; may have been more suitable fuel wise. Perhaps we could have diverted upon reaching ZZZ2 VOR. Perhaps; since many flights were cancelled out of iah; we should have never been dispatched and cancelled the flight; as well. I am very concerned that our fuel cost program is putting flight crews in difficult situations where landing on emergency fuel; or worse yet; landing with flamed out engines may become a reality. Ultimately; it is my responsibility; and I failed to fulfill those responsibilities tonight.

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Original NASA ASRS Text

Title: EMB145 Captain reported a difficult flight due to turbulence and thunderstorms. Two missed approaches occurred at the destination airport due to windshear warnings on short final. The crew then diverted to an alternate; landing with 1200 pounds of fuel; and elected not to continue their duty day.

Narrative: A line of severe thunderstorms was affiliated with a system extending from Mexico up to the Great Lakes and wrapping around back to the Plain States. Upon arriving for XA04 show time; severe weather had halted all flights and we were delayed indefinitely. When our plane arrived at XE30; I spoke with our dispatcher about my concerns for dispatching into this system. She said we should be able to penetrate the storm line around Monroe; go east of the WX; and fly north and land slightly ahead of the storms with some moderate turbulence; now slicing through LA-AR-MO to the Great Lakes. Our gate fuel was 5600 lbs with no alternate; moderate to severe turbulence reported on www.adds.aviationweather.gov; and the weather scheduled to arrive at ZZZ1 at the same time as we were. I requested severe weather alternates (escape routes) be added and more fuel be uploaded. She agreed to bring our ramp fuel to 6600 lbs and added ZZZ2 and ZZZ as 'unofficial alternates'; however; I told her I wanted to stay west of the line and let it pass ZZZ1. I also delayed the flight until the flight crew was comfortable that the weather was going to be manageable. Our XB04 scheduled flight departed at XF47; and we elected to fly IAH-ZZZ2-TXK-ZZZ1 west of the line of storms; but encountered continuous light with occasional moderate chop reported at all altitudes. Upon completing the Cruise Checklist; I observed that we would land with 2500 lbs at ZZZ1. The dispatcher notified us twice on free text ACARS that we needed to turn east toward Monroe and navigate through the weather to the east of the line. We declined and stayed on the west side; and she felt the weather would be worse penetrating further north. I advised ATC that we would evaluate the storm situation over ZZZ2 and make a 'go-no go' decision into ZZZ1 there. Center advised us that the weather had diminished and that there was a gap we could get through. As we got closer to ZZZ1; our landing fuel had decreased to 2300 lbs; and I mentioned to the F/O (First Officer) that diverting could be a problem now. We were also reporting light rime icing and moderate turbulence on the final descent. Upon contacting Approach; I declared 'Min Fuel'; even though we would be landing with 2300 lbs just as a precaution. The ATIS was calling for winds 160@26g39; so we set up for a flaps 22 landing on Runway 18R. We broke out in the clear on final approach; but got a red (increasing) windshear warning from GPWS on short final. We executed a missed approach and climbed out of the shear; evaluated our fuel; and elected one more approach. Once again; on short final; we received a red windshear warning and went missed approach. After evaluating the situation; I elected to declare for low fuel (we were at 2100 lbs on the EICAS) and had to decide between ZZZ2 or ZZZ. ZZZ2 was 140 nm away but with severe storms and windshear while ZZZ was 160 nm away but smooth ride and clear. The fuel planning showed we would land at ZZZ with 1100 lbs; and we elected to also select Muscle Shoals and Decatur as emergency landing airports in case we experienced an engine flame out. I briefed the flight attendant of the [situation]; informed the passengers as well as dispatch of the [situation]; and diverted to ZZZ. We executed a descent; approach; and visual approach to ZZZ; landed with 1200 lbs of fuel; taxied to the gate followed by emergency vehicles; and parked uneventfully. Upon completing the parking checklist; the station personnel asked if we were ready to depart for ZZZ1 and fly from there to Houston; scheduled to land at our duty day maximum thirteen hours. I informed them my crew and I were a bit uptight and tired and to give us at least 30 minutes to decide what to do. The line of severe weather was on top of ZZZ1 at this time. Thirty minutes later; fatigued and still deeply concerned over the situation which has just occurred; we elected not to fly anymore. I advised scheduling and spoke with the Chief Pilot on Call about the situation. The CP (Chief Pilot) called again and asked where we were. I told her the crew was still on the plane; the passengers inside; and us still waiting for Crew Scheduling to get us a hotel. She expressed great concern over these events and prompted Ops to get us to a hotel. Right away; the Hub Coordinator called and apologized for scheduling us ZZZ-ZZZ1-IAH; as he did not realize we had had a low fuel [situation]. The combination of severe storms; no alternates originally; over four hour delays; turbulence/windshear; and a company cost saving program which puts our minimum fuel dangerously low in critical situation could prove to be catastrophic in the future; I erred greatly in not getting the fuel brought up even higher than 6600 lbs to 8000 lbs for example- and not delaying the flight ever further until the storms were assured of passing east of ZZZ1. I further misjudged the situation by attempting a second approach attempt into ZZZ1 as opposed to diverting. Finally; ZZZ2 was closer and although thunderstorms windshear and hail were a threat; may have been more suitable fuel wise. Perhaps we could have diverted upon reaching ZZZ2 VOR. Perhaps; since many flights were cancelled out of IAH; we should have never been dispatched and cancelled the flight; as well. I am very concerned that our fuel cost program is putting flight crews in difficult situations where landing on emergency fuel; or worse yet; landing with flamed out engines may become a reality. Ultimately; it is my responsibility; and I failed to fulfill those responsibilities tonight.

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.