Narrative:

We were dispatched to ZZZ with an ETA of XH06. At our time of departure; the taf at ZZZ read as follows:XYXA26 xyxa/XXXG 34005KT P6SM ovc007fmxyxf00 34004KT P6SM SCT012 sct120fmxyxh00 29010KT P6SM SCT020 sct050fmxxxn00 30006KT P6SM vcsh BKN015 ovc050fmxxxt00 VRB05KT 6SM -shra br SCT010 ovc015fmxxxe00 VRB05KT 6SM br BKN015Based on our ETA; no alternate was required; but I decided to monitor the ZZZ weather en route in case we needed to develop a contingency plan. As we proceeded to ZZZ; metar reports indicated low ceilings persisting at ZZZ. We also received a taf en route that indicated deteriorating weather at ZZZ; so I sent a free text to dispatch requesting an alternate. Dispatch added an alternate of ZZZ1 and we amended the paperwork accordingly. I also elected to reduce our cruising speed to long range cruise in an effort to save fuel. As we drew closer to ZZZ; metar reports indicated improving weather. The last two metar reports we received prior to arrival read as follows:ZZZ 10xf06z 00000KT 7SM SCT005 BKN250 17/14 A3004 rmk AO2 T01670139ZZZ 10xf51z 19003KT 10SM FEW005 FEW160 BKN200 BKN250 19/13 A3004 rmk AO2 SLP171 T01890133 10189 20144 50009Based on these reports; I planned to execute a visual approach backed up with the RNAV approach to runway 27. At that time; all other aircraft were landing successfully at ZZZ. As we began the final approach segment; [an] aircraft ahead of us on the approach indicated that they were going missed. We continued the approach down to minimums; but also had to execute a missed approach. We completed the go-around procedures and checklists; and I notified the flight attendants (flight attendant) and made an announcement to the passengers. At this time; I believe we had around 3600 lbs. Of fuel aboard. Based on the weather information we had and our low fuel status; I decided that the safest course of action was to attempt the ILS to runway 9 ZZZ. As we were being vectored on to the approach; the tower reported wind was 290 at 10KT; which we determined was within the tailwind limitation for the aircraft. Given the tailwind; I elected to conduct a flaps full approach in order to minimize the landing distance required. As we began the final approach segment; the tower issued a wind report of 300 at 13g17kt; which is well outside the tailwind limitation. At that time; we decided to discontinue the approach and proceed to the alternate of ZZZ1; and declared minimum fuel. Since we were west of ZZZ at the time; I suspected that from our present position ZZZ2 might be closer than ZZZ1. The first officer (first officer) checked the weather at ZZZ2 and found that it would allow us to land; so we queried ATC as to which airport was closer. ATC said that ZZZ2 was closest to us; so we elected to go there instead of ZZZ1. I notified dispatch of our intentions; and the dispatcher suggested we land at ZZZ3; as it was 30NM closer to our position than ZZZ2. We checked the weather at ZZZ3 and found it acceptable; so we elected to go there and declared [minimum] fuel. I notified dispatch of our intention to land at ZZZ3; and they coordinated with ZZZ3 operations; and provided us with weather and NOTAMS. I briefed the flight attendants that we would be conducting a [minor emergency] and landing in ZZZ3; and made a PA to inform the passengers of the diversion. While just outside of lemon at 2400 feet and intercepting the glide path for the ILS 20R ZZZ3; the tower issued a low altitude alert; but we had captured the glide slope. The first officer informed the tower of this. We conducted a successful ILS approach to runway 20R at ZZZ3 and landed without incident. We arrived at the gate in ZZZ3 with 1450 lbs. Of fuel aboard.

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Original NASA ASRS Text

Title: Air Carrier Captain reported a missed approach due to weather which ultimately resulted in a diversion due to low fuel.

Narrative: We were dispatched to ZZZ with an ETA of XH06. At our time of departure; the TAF at ZZZ read as follows:XYXA26 XYXA/XXXG 34005KT P6SM OVC007FMXYXF00 34004KT P6SM SCT012 SCT120FMXYXH00 29010KT P6SM SCT020 SCT050FMXXXN00 30006KT P6SM VCSH BKN015 OVC050FMXXXT00 VRB05KT 6SM -SHRA BR SCT010 OVC015FMXXXE00 VRB05KT 6SM BR BKN015Based on our ETA; no alternate was required; but I decided to monitor the ZZZ weather en route in case we needed to develop a contingency plan. As we proceeded to ZZZ; METAR reports indicated low ceilings persisting at ZZZ. We also received a TAF en route that indicated deteriorating weather at ZZZ; so I sent a free text to dispatch requesting an alternate. Dispatch added an alternate of ZZZ1 and we amended the paperwork accordingly. I also elected to reduce our cruising speed to long range cruise in an effort to save fuel. As we drew closer to ZZZ; METAR reports indicated improving weather. The last two METAR reports we received prior to arrival read as follows:ZZZ 10XF06Z 00000KT 7SM SCT005 BKN250 17/14 A3004 RMK AO2 T01670139ZZZ 10XF51Z 19003KT 10SM FEW005 FEW160 BKN200 BKN250 19/13 A3004 RMK AO2 SLP171 T01890133 10189 20144 50009Based on these reports; I planned to execute a visual approach backed up with the RNAV approach to runway 27. At that time; all other aircraft were landing successfully at ZZZ. As we began the final approach segment; [an] aircraft ahead of us on the approach indicated that they were going missed. We continued the approach down to minimums; but also had to execute a missed approach. We completed the go-around procedures and checklists; and I notified the Flight Attendants (FA) and made an announcement to the passengers. At this time; I believe we had around 3600 lbs. of fuel aboard. Based on the weather information we had and our low fuel status; I decided that the safest course of action was to attempt the ILS to runway 9 ZZZ. As we were being vectored on to the approach; the tower reported wind was 290 at 10KT; which we determined was within the tailwind limitation for the aircraft. Given the tailwind; I elected to conduct a flaps full approach in order to minimize the landing distance required. As we began the final approach segment; the tower issued a wind report of 300 at 13G17KT; which is well outside the tailwind limitation. At that time; we decided to discontinue the approach and proceed to the alternate of ZZZ1; and declared minimum fuel. Since we were west of ZZZ at the time; I suspected that from our present position ZZZ2 might be closer than ZZZ1. The First Officer (FO) checked the weather at ZZZ2 and found that it would allow us to land; so we queried ATC as to which airport was closer. ATC said that ZZZ2 was closest to us; so we elected to go there instead of ZZZ1. I notified dispatch of our intentions; and the dispatcher suggested we land at ZZZ3; as it was 30NM closer to our position than ZZZ2. We checked the weather at ZZZ3 and found it acceptable; so we elected to go there and declared [minimum] fuel. I notified dispatch of our intention to land at ZZZ3; and they coordinated with ZZZ3 operations; and provided us with weather and NOTAMS. I briefed the flight attendants that we would be conducting a [minor emergency] and landing in ZZZ3; and made a PA to inform the passengers of the diversion. While just outside of LEMON at 2400 feet and intercepting the glide path for the ILS 20R ZZZ3; the tower issued a low altitude alert; but we had captured the glide slope. The FO informed the tower of this. We conducted a successful ILS approach to Runway 20R at ZZZ3 and landed without incident. We arrived at the gate in ZZZ3 with 1450 lbs. of fuel aboard.

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.