Narrative:

We were dispatched with a planned arrival fuel of 3225 lbs. 2194 lbs was our planned reserve fuel; and a minimum tanker figure of 1031 lbs was included. Weather was forecast and observed VMC and an alternate was not required. We flew economy speeds for the entire flight. As we descended on the arrival; we were told that ZZZ had unexpectedly gone into holding. An expected time approximately 30 minutes in the future was given. I calculated the fuel burn and; at our holding speed; we only had enough fuel to hold for approximately 15 minutes; equating to about two turns. We queried ATC as to the reason for the hold and he didn't specify other than to say 'they just called us on the phone' and that it was most likely due to volume into ZZZ; as the weather was completely fine (overcast at 11;000 to the best of my recollection). I kept calculating the fuel and was growing increasingly concerned. As we turned downwind on our second turn in the hold; I queried ATC how much longer it would be; we had to divert right away if we couldn't get into ZZZ. Holding for five more minutes past this point showed us landing at ZZZ with 2500 lbs.; 300 over reserve. They cleared us out of the hold back to ZZZ. We immediately declared min fuel and they informed us it would be about a 12 mile final to the runway; which gave us a bit more margin than forecast. We descended via the arrival. We encountered unforecasted clouds that required us to activate wing and cowl anti-ice; further increasing fuel burn. We were also slowed on the downwind leg to 160 knots; forcing us to drastically increase drag and; thus; fuel burn. Additionally; our downwind was extended a bit. We touched down in ZZZ at 1900 lbs of fuel; approximately 300 lbs into our reserve.I continue to believe that our reserve fuel figures are completely insufficient; and that takeoff fuel calculations; while possibly fitting a definition of 'legal;' are absolutely unrealistic. There is no way we can account for a go-around and have 45 minutes of extra fuel remaining; even with our tanker fuel. I spoke to our dispatcher after landing; who told us that she is not allowed to put extra fuel in hold for 'anticipated' holding. She can only put it in if she knows ZZZ will go into holding. Neither the dispatcher nor I had any indication at all that ZZZ would go into holding that day; as the weather was forecast to be close to ideal; and the flight plan was completed approximately 2.5-3 hours prior to this event. We unexpectedly had to burn 600 extra pounds; plus the hold; on our way into ZZZ that day.in the future; when landing with 'normal' loads into airfields where we are planned to arrive with min tanker plus reserve; and holding instructions are given; I will carefully consider an immediate divert. I do not feel that this is a proper way; however; to conduct fuel planning; and I believe the fuel policy should ultimately be revisited carefully with the input of current line pilots and line check airmen.

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Original NASA ASRS Text

Title: CRJ-900 Captain declared minimum fuel after unexpected holding on descent to their destination. The Captain attributed fuel issues to unrealistic company fuel reserve policies.

Narrative: We were dispatched with a planned arrival fuel of 3225 lbs. 2194 lbs was our planned reserve fuel; and a minimum tanker figure of 1031 lbs was included. Weather was forecast and observed VMC and an alternate was not required. We flew economy speeds for the entire flight. As we descended on the arrival; we were told that ZZZ had unexpectedly gone into holding. An expected time approximately 30 minutes in the future was given. I calculated the fuel burn and; at our holding speed; we only had enough fuel to hold for approximately 15 minutes; equating to about two turns. We queried ATC as to the reason for the hold and he didn't specify other than to say 'they just called us on the phone' and that it was most likely due to volume into ZZZ; as the weather was completely fine (overcast at 11;000 to the best of my recollection). I kept calculating the fuel and was growing increasingly concerned. As we turned downwind on our second turn in the hold; I queried ATC how much longer it would be; we had to divert right away if we couldn't get into ZZZ. Holding for five more minutes past this point showed us landing at ZZZ with 2500 lbs.; 300 over reserve. They cleared us out of the hold back to ZZZ. We immediately declared min fuel and they informed us it would be about a 12 mile final to the runway; which gave us a bit more margin than forecast. We descended via the arrival. We encountered unforecasted clouds that required us to activate wing and cowl anti-ice; further increasing fuel burn. We were also slowed on the downwind leg to 160 knots; forcing us to drastically increase drag and; thus; fuel burn. Additionally; our downwind was extended a bit. We touched down in ZZZ at 1900 lbs of fuel; approximately 300 lbs into our reserve.I continue to believe that our reserve fuel figures are completely insufficient; and that takeoff fuel calculations; while possibly fitting a definition of 'legal;' are absolutely unrealistic. There is no way we can account for a go-around and have 45 minutes of extra fuel remaining; even with our tanker fuel. I spoke to our dispatcher after landing; who told us that she is not allowed to put extra fuel in hold for 'anticipated' holding. She can only put it in if she knows ZZZ will go into holding. Neither the dispatcher nor I had any indication at all that ZZZ would go into holding that day; as the weather was forecast to be close to ideal; and the flight plan was completed approximately 2.5-3 hours prior to this event. We unexpectedly had to burn 600 extra pounds; plus the hold; on our way into ZZZ that day.In the future; when landing with 'normal' loads into airfields where we are planned to arrive with min tanker plus reserve; and holding instructions are given; I will carefully consider an immediate divert. I do not feel that this is a proper way; however; to conduct fuel planning; and I believe the fuel policy should ultimately be revisited carefully with the input of current line pilots and line check airmen.

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.