Narrative:

On arrival at isp we encountered very gusty wind conditions complicated by a wet runway. We selected the best runway based on length and stopping although this put the wind as a crosswind. Just inside the FAF we encountered a wind shear warning and I immediately performed the recovery maneuver. I was out of the wind shear quickly; but the big upward vector I elected to smooth out the climb recovery; and went to approximately 2;600 feet and then began a slow descent back to 2;000 feet as the missed approach altitude. We cleaned up normally. We were right at divert fuel so we immediately began the coordination to go to [our alternate airport].here's the problem. That divert gas is based on direct routing to the correct altitude. We were held down and slow climbed off vector for minutes; all the while trying to explain we were minimum fuel and needed priority handling. We finally were given FL200 (six thousand short of planned divert altitude). The captain did a great job of trying to find another divert location ([our alternate] at the time was holding traffic due to traffic saturation). We finally received priority handling and landed without further incident.[we are not] accurately predicting the fuel needed to divert in this busy northeast corridor. We need smarter; location based divert fuels which anticipate expected routings and altitudes. We don't need a primary plan which will require declaring fuel minimum to execute it. I know as an first officer I will be much more proactive on this in the future. It was a square corner that was unforeseen at takeoff.

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Original NASA ASRS Text

Title: A flight crew executed a wind shear warning go around at ISP and because of strong winds diverted to nearby airport; but declared minimum fuel because alternate fuel planning in the northeast corridor is not realistic considering traffic and ATC workloads.

Narrative: On arrival at ISP we encountered very gusty wind conditions complicated by a wet runway. We selected the best runway based on length and stopping although this put the wind as a crosswind. Just inside the FAF we encountered a wind shear warning and I immediately performed the recovery maneuver. I was out of the wind shear quickly; but the big upward vector I elected to smooth out the climb recovery; and went to approximately 2;600 feet and then began a slow descent back to 2;000 feet as the missed approach altitude. We cleaned up normally. We were right at divert fuel so we immediately began the coordination to go to [our alternate airport].Here's the problem. That divert gas is based on direct routing to the correct altitude. We were held down and slow climbed off vector for minutes; all the while trying to explain we were minimum fuel and needed priority handling. We finally were given FL200 (six thousand short of planned divert altitude). The Captain did a great job of trying to find another divert location ([our alternate] at the time was holding traffic due to traffic saturation). We finally received priority handling and landed without further incident.[We are not] accurately predicting the fuel needed to divert in this busy northeast corridor. We need smarter; location based divert fuels which anticipate expected routings and altitudes. We don't need a primary plan which will require declaring fuel minimum to execute it. I know as an FO I will be much more proactive on this in the future. It was a square corner that was unforeseen at takeoff.

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.