Narrative:

Please note that this report is about two different issues on this flight. They are related however. Shortly after takeoff from ZZZ; we received a ACARS nocom message and it remained for the remainder of the flight. On approach into ZZZ1; I was the pilot flying and the autopilot was on. We were in IMC and continuous moderate turbulence. We received vectors for the ILS. After we intercepted the glideslope; we experienced a decreasing performance wind shear warning and executed a go-around. During the subsequent vectors; the first officer and I discussed our fuel situation and options. Since ACARS was inop; I could not immediately notify dispatch. We attempted the approach one more time; with identical results. We once again discussed our fuel situation and options and decided to divert to our filed alternate of ZZZ2. We computed that we had enough fuel to fly to ZZZ2; shoot an approach; and land with IFR reserves. We advised ATC of our intentions and I told my first officer to contact dispatch via ZZZ1 ops. He was only able to have a message relayed through ops; not talk to dispatch directly. It was then that I transferred the controls to my first officer and made a call to dispatch via company radio. It was successful; and I was able to notify dispatch of our intentions. They advised us that ZZZ2 would be notified of our arrival. When we entered ZZZ2 approach control airspace; it was obvious that they were very busy; with a long line of aircraft visible on TCAS. We didn't immediately notify ATC of our fuel situation; since it appeared that we were going to join the line of aircraft with normal vectors. Then; ATC notified us that they were going to vector us over the airport and join a right downwind. We then notified ATC that we were min fuel; and couldn't take any undue delay. He then asked us if we could accept a 25-30 mile final. We said that we could not accept those vectors. At that point; we receive priority and landed with @ 35 mins of fuel. We believed that those vectors would have added at least 10 mins to the flight. The landing and taxi-in were uneventful.nothing could have been done differently. It was an unavoidable chain of events; with weather being the primary factor.

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Original NASA ASRS Text

Title: CRJ-900 Captain reported diverting to an alternate because of weather considerations and a low fuel state.

Narrative: Please note that this report is about two different issues on this flight. They are related however. Shortly after takeoff from ZZZ; we received a ACARS NOCOM message and it remained for the remainder of the flight. On approach into ZZZ1; I was the pilot flying and the autopilot was on. We were in IMC and continuous moderate turbulence. We received vectors for the ILS. After we intercepted the glideslope; we experienced a decreasing performance wind shear warning and executed a go-around. During the subsequent vectors; the FO and I discussed our fuel situation and options. Since ACARS was inop; I could not immediately notify Dispatch. We attempted the approach one more time; with identical results. We once again discussed our fuel situation and options and decided to divert to our filed alternate of ZZZ2. We computed that we had enough fuel to fly to ZZZ2; shoot an approach; and land with IFR reserves. We advised ATC of our intentions and I told my FO to contact dispatch via ZZZ1 ops. He was only able to have a message relayed through ops; not talk to dispatch directly. It was then that I transferred the controls to my FO and made a call to dispatch via Company Radio. It was successful; and I was able to notify dispatch of our intentions. They advised us that ZZZ2 would be notified of our arrival. When we entered ZZZ2 approach control airspace; it was obvious that they were very busy; with a long line of aircraft visible on TCAS. We didn't immediately notify ATC of our fuel situation; since it appeared that we were going to join the line of aircraft with normal vectors. Then; ATC notified us that they were going to vector us over the airport and join a right downwind. We then notified ATC that we were min fuel; and couldn't take any undue delay. He then asked us if we could accept a 25-30 mile final. We said that we could not accept those vectors. At that point; we receive priority and landed with @ 35 mins of fuel. We believed that those vectors would have added at least 10 mins to the flight. The landing and taxi-in were uneventful.Nothing could have been done differently. It was an unavoidable chain of events; with weather being the primary factor.

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.