Narrative:

We were late inbound and ended up late outbound. Just prior to push we noted that we were about 200 pounds below ramp fuel; but about 400 above required fuel for takeoff. I didn't anticipate a delay so we pushed and taxied for the runway.approaching the runway; ground told us they had not been able to get us a time into [our destination] yet so we were parked in the block. I opted to shut down both engines to conserve fuel. After shut down the first officer and I noted a smell of fuel. It was not strong and I thought it might have been due to the engine shut down where some exhaust fumes might have been pulled into the system. The passengers noted it to the flight attendants who called us and asked about it. I told her what I thought and not too long later the smell reduced. I acarsed the dispatcher to say I expected to return to the gate at a certain time; if not released; to get additional fuel. We were released prior to that time about 100 pounds above minimum required for takeoff. Noted the smell of fuel returned briefly during engine start and went away after we started to taxi.enroute; I was monitoring the fuel and burn seemed to be on schedule. We were informed of holding over ZZZ VOR. I told ATC we couldn't hold very long and I wanted to know how long. I acarsed the dispatcher informing of the hold and that I wanted to know where they wanted me to go in the event there was a long delay for [our destination]. I suggested airport ZZZ or airport ZZZ1. Dispatcher agreed on airport ZZZ initially as we entered the hold. Then ATC cleared us to [our destination] after a brief hold and handed us off. I told the dispatcher when we were cleared to [our destination].the next controller again said holding. I checked our fuel and noted it was down and we would be landing at [our destination] below our anticipated arrival fuel. We informed ATC we would like to go to divert to airport ZZZ. I also told the dispatcher we were going to divert. Then ATC said they could give me direct to [our destination]. I anticipated at this time landing with 2;300 pounds remaining. I accepted the direct and informed the dispatcher.I called the flight attendant and told her we may be diverting to airport ZZZ or going to [our original destination] and I would let her know so she wouldn't be surprised. Dispatch notified me to expect airport ZZZ1 instead of ZZZ if I needed to divert.ATC confirmed we would not be holding and would be sequenced normally for the approach. We were around zzzzz intersection so I decided to continue to [our original destination]. I still anticipated 2;300 pounds at landing and discussed the fuel with the first officer. I told him we were committing to [to our destination].sometime during or after the hold at ZZZ VOR the smell of fuel returned and was fairly strong. I can't say exactly when because dealing with decision to divert with ATC saying we would hold; then not; was distracting. We completed our briefings and checklists.around ZZZZZ1 I was reassessing our fuel; about 2;400 pounds fuel on board (fob); and noted we were below expected. I told the first officer we would delay APU usage until we landed because we didn't need it and I wanted more fuel available in case we needed to go around. Expected fuel on arrival (efoa) now appeared to be about 2;000 pounds.we were getting vectors for the runway. Downwind roughly midfield our fuel was about 2;100 pounds. Efoa was now between 1;800 and 1;900 pounds. I now suspected something more abnormal than just extra burned fuel from holding and vectoring.during the vector from downwind to base I told the first officer it looked like we were going to be landing efoa around 1;800 pounds and I suspected something was off. I told him we would not start the APU in case we had a fuel leak after landing.turning final indicators showed we had between 1;900 and 1;800 pounds efoa. We were in trail of one aircraft in VMC rain. I thought about declaring as we went through about 1;500 MSL. I still wasn't sure there was anything wrong with the airplane or if my fuel expectation was off by miscalculation. We landed with fob between 1;700 and 1;800 pounds.at this point I was fairly confident we had a mechanical issue. After clearing the runway and crossing the parallel I asked the first officer to contact maintenance to have them meet us.while waiting for rampers to park us; I started thinking about the flight doing a problem assessment. Since I had no further complaints from the cabin since takeoff; but I still had the strong smell of fuel after landing; I figured the smell was coming from the left pack. I closed the left engine 10th shut-off valves (sov) to see if it was the engine bleed or the pack. The smell of fuel reduced within a few seconds. I switched the sov open again; but the smell of fuel did not get stronger. I asked the first officer to shut down the left engine.we pulled up to the gate. After the jetbridge was attached; one of our mechanics came on and told me there was a steady stream of fuel draining from one of the left engine cowl drains.ground personnel started unloading bags to get the plane side bags to the passengers. They hooked up ground power; but did not turn it on. The first officer had to go tell them to turn it on so I could shut down the right engine.I spoke with one of the mechanics and he said when the cowl was opened there had been fuel pooled in the cowl. Observed steam or vaporized fuel coming from the open cowl; but the mechanics didn't seem too concerned so I assume steam. But; to be overly cautious; I asked the rampers not load any bags and remain away from the aircraft. I stopped the fueler who was in the middle of fueling the airplane. I informed operations we would be holding boarding for maintenance. I asked the first officer and flight attendants to wait in the terminal. Ended up with a tail swap.committing earlier to diverting rather than letting my decision jump between continue and divert would have reduced workload and left more time for evaluating our fuel consumption. Earlier identification of the fuel leak would have changed my expectation for our efoa and I would have committed earlier to continuing or diverting.better communication between ATC sectors so when one sector tells me we are going direct to the airport; the next sector won't tell me to expect holding would also be helpful so I have the information I need to make a good decision.

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Original NASA ASRS Text

Title: CRJ-200 Captain reported departing with the required fuel and no extra. ATC delays and holding enroute and a possible fuel leak result in landing with 1;700 pounds of fuel on board.

Narrative: We were late inbound and ended up late outbound. Just prior to push we noted that we were about 200 pounds below ramp fuel; but about 400 above required fuel for takeoff. I didn't anticipate a delay so we pushed and taxied for the runway.Approaching the runway; Ground told us they had not been able to get us a time into [our destination] yet so we were parked in the block. I opted to shut down both engines to conserve fuel. After shut down the First Officer and I noted a smell of fuel. It was not strong and I thought it might have been due to the engine shut down where some exhaust fumes might have been pulled into the system. The passengers noted it to the flight attendants who called us and asked about it. I told her what I thought and not too long later the smell reduced. I ACARSed the Dispatcher to say I expected to return to the gate at a certain time; if not released; to get additional fuel. We were released prior to that time about 100 pounds above minimum required for takeoff. Noted the smell of fuel returned briefly during engine start and went away after we started to taxi.Enroute; I was monitoring the fuel and burn seemed to be on schedule. We were informed of holding over ZZZ VOR. I told ATC we couldn't hold very long and I wanted to know how long. I ACARSed the Dispatcher informing of the hold and that I wanted to know where they wanted me to go in the event there was a long delay for [our destination]. I suggested airport ZZZ or airport ZZZ1. Dispatcher agreed on airport ZZZ initially as we entered the hold. Then ATC cleared us to [our destination] after a brief hold and handed us off. I told the Dispatcher when we were cleared to [our destination].The next controller again said holding. I checked our fuel and noted it was down and we would be landing at [our destination] below our anticipated arrival fuel. We informed ATC we would like to go to divert to airport ZZZ. I also told the Dispatcher we were going to divert. Then ATC said they could give me direct to [our destination]. I anticipated at this time landing with 2;300 pounds remaining. I accepted the direct and informed the Dispatcher.I called the Flight Attendant and told her we may be diverting to airport ZZZ or going to [our original destination] and I would let her know so she wouldn't be surprised. Dispatch notified me to expect airport ZZZ1 instead of ZZZ if I needed to divert.ATC confirmed we would not be holding and would be sequenced normally for the approach. We were around ZZZZZ intersection so I decided to continue to [our original destination]. I still anticipated 2;300 pounds at landing and discussed the fuel with the First Officer. I told him we were committing to [to our destination].Sometime during or after the hold at ZZZ VOR the smell of fuel returned and was fairly strong. I can't say exactly when because dealing with decision to divert with ATC saying we would hold; then not; was distracting. We completed our briefings and checklists.Around ZZZZZ1 I was reassessing our fuel; about 2;400 pounds Fuel On Board (FOB); and noted we were below expected. I told the First Officer we would delay APU usage until we landed because we didn't need it and I wanted more fuel available in case we needed to go around. Expected Fuel On Arrival (EFOA) now appeared to be about 2;000 pounds.We were getting vectors for the runway. Downwind roughly midfield our fuel was about 2;100 pounds. EFOA was now between 1;800 and 1;900 pounds. I now suspected something more abnormal than just extra burned fuel from holding and vectoring.During the vector from downwind to base I told the First Officer it looked like we were going to be landing EFOA around 1;800 pounds and I suspected something was off. I told him we would not start the APU in case we had a fuel leak after landing.Turning final indicators showed we had between 1;900 and 1;800 pounds EFOA. We were in trail of one aircraft in VMC rain. I thought about declaring as we went through about 1;500 MSL. I still wasn't sure there was anything wrong with the airplane or if my fuel expectation was off by miscalculation. We landed with FOB between 1;700 and 1;800 pounds.At this point I was fairly confident we had a mechanical issue. After clearing the runway and crossing the parallel I asked the First Officer to contact maintenance to have them meet us.While waiting for rampers to park us; I started thinking about the flight doing a problem assessment. Since I had no further complaints from the cabin since takeoff; but I still had the strong smell of fuel after landing; I figured the smell was coming from the left PACK. I closed the left engine 10th Shut-Off Valves (SOV) to see if it was the engine bleed or the PACK. The smell of fuel reduced within a few seconds. I switched the SOV open again; but the smell of fuel did not get stronger. I asked the First Officer to shut down the left engine.We pulled up to the gate. After the jetbridge was attached; one of our mechanics came on and told me there was a steady stream of fuel draining from one of the left engine cowl drains.Ground personnel started unloading bags to get the plane side bags to the passengers. They hooked up ground power; but did not turn it on. The First Officer had to go tell them to turn it on so I could shut down the right engine.I spoke with one of the mechanics and he said when the cowl was opened there had been fuel pooled in the cowl. Observed steam or vaporized fuel coming from the open cowl; but the mechanics didn't seem too concerned so I assume steam. But; to be overly cautious; I asked the rampers not load any bags and remain away from the aircraft. I stopped the fueler who was in the middle of fueling the airplane. I informed Operations we would be holding boarding for maintenance. I asked the First Officer and flight attendants to wait in the terminal. Ended up with a tail swap.Committing earlier to diverting rather than letting my decision jump between continue and divert would have reduced workload and left more time for evaluating our fuel consumption. Earlier identification of the fuel leak would have changed my expectation for our EFOA and I would have committed earlier to continuing or diverting.Better communication between ATC sectors so when one sector tells me we are going direct to the airport; the next sector won't tell me to expect holding would also be helpful so I have the information I need to make a good decision.

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.