Narrative:

We were flying the passengers to ZZZ from ZZZ1 at FL450. We were discussing a line of weather that we were going to have to navigate and looking for deviations. We hit a slight pocket of very light chop and the left boost pump on cas message displayed. This is an amber cas message because it is not normal and the fuel system detected a low pressure and turned the boost pump on to increase fuel pressure to the aircraft. We had time to run the checklist which just has the crew hard select the affected boost pump to on. We discussed options including changing destination to ZZZ2. After hitting another very light pocket of light chop the right boost pump on cas message displayed. The checklist doesn't not really address both boost pumps on but we followed the checklist and selected the right boost pump to on; to match switch position. I have had this scenario before in the same aircraft and knew that fuel contamination is a possibility. Based on altitude and proximity to ZZZ3 and ZZZ3 being a service center we diverted to ZZZ3. Unfortunately; we had to navigate back through the line of weather; which was nothing more than light turbulence. ATC asked if we needed [priority handling]; I told them what our issue was. ATC stated they would be able to give us priority handling to ZZZ3; no delay. The non-flying pilot and I discussed our action plan if worst case scenario played out; both engines flaming out. We decided to remain higher than normal altitudes and speeds. Once we got a visual on the terrain we began monitoring safe areas to land if we lost both engines. The remainder of the flight was uneventful and both engines continued producing power until we shut them down;I think our actions were appropriate to meet the needs of the situation. We were prepared and willing to [notify ATC of emergency situation] if we would not have been given priority handling by ATC. After the fact we know that cloudy fuel was sumped off the aircraft. I think it is important to determine not only what contamination was but to thoroughly account for how the contamination got into the tanks. This is a rare event; even though the checklist does use the word 'and' for boost pumps; I think the checklist list needs to reflect the potential severity difference between one boost pump turning on and both.

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Original NASA ASRS Text

Title: CE-750 Captain reported diverting to an alternate airport after discovering suspected fuel contamination.

Narrative: We were flying the passengers to ZZZ from ZZZ1 at FL450. We were discussing a line of weather that we were going to have to navigate and looking for deviations. We hit a slight pocket of very light chop and the L Boost Pump On CAS message displayed. This is an amber CAS message because it is not normal and the fuel system detected a low pressure and turned the boost pump on to increase fuel pressure to the aircraft. We had time to run the checklist which just has the crew hard select the affected boost pump to ON. We discussed options including changing destination to ZZZ2. After hitting another very light pocket of light chop the R Boost Pump On CAS message displayed. The checklist doesn't not really address both boost pumps on but we followed the checklist and selected the R Boost pump to ON; to match switch position. I have had this scenario before in the same aircraft and knew that fuel contamination is a possibility. Based on altitude and proximity to ZZZ3 and ZZZ3 being a service center we diverted to ZZZ3. Unfortunately; we had to navigate back through the line of weather; which was nothing more than light turbulence. ATC asked if we needed [priority handling]; I told them what our issue was. ATC stated they would be able to give us priority handling to ZZZ3; no delay. The Non-flying pilot and I discussed our action plan if worst case scenario played out; both engines flaming out. We decided to remain higher than normal altitudes and speeds. Once we got a visual on the terrain we began monitoring safe areas to land if we lost both engines. The remainder of the flight was uneventful and both engines continued producing power until we shut them down;I think our actions were appropriate to meet the needs of the situation. We were prepared and willing to [notify ATC of emergency situation] if we would not have been given priority handling by ATC. After the fact we know that cloudy fuel was sumped off the aircraft. I think it is important to determine not only what contamination was but to thoroughly account for how the contamination got into the tanks. This is a rare event; even though the checklist does use the word 'and' for boost pumps; I think the checklist list needs to reflect the potential severity difference between one boost pump turning on and both.

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.