Narrative:

We were on the arrival into ZZZ and were told to hold at the zzzzz intersection. An air show was in progress and we were given a 20 minute efc time. The captain and I knew that we were scheduled to arrive in ZZZ with only 5;400 pounds of fuel and that were would be unable to hold for that long to get into ZZZ. A divert plan was needed. The captain gave the aircraft to me to fly; he was the pilot flying (PF) while he worked on a divert plan. I began to enter the hold and realized that the LNAV was not engaging. I manually entered the hold using heading select and continued talking to ATC as they began several step descents in the holding pattern. We messaged dispatch via ACARS for divert guidance. We got a reply back that the current dispatcher had no idea why the last dispatcher didn't give us more fuel; since an air show was scheduled to end right at our arrival time. I completely missed the air show in the NOTAMS during the preflight planning stage as well. We did not hear back from dispatch for several minutes while we were coming up with a plan. We got a message to contact dispatch on the ZZZ operations frequency. They mentioned ZZZ1 as our alternate. We never received a diversion plan for ZZZ1.the captain put ZZZ1 in the fix page and saw that it was 135 miles away. He decided against it due to distance; wind; fuel and traffic congestion considerations. We also discussed ZZZ2 and quickly ruled it out. It was at that time that the captain mentioned ZZZ3. He pulled it up on the enroute cart on our efb and saw that it had a 6500' runway and was 150' wide. He had prior experience with the field. The captain told dispatch on the ZZZ operations frequency that we were diverting to ZZZ3.we told ATC that we were diverting to ZZZ3 and received vectors for a straight in landing on 28. The weather was VFR. It was then that I realized that ZZZ3 was not listed as an airport in jeppfd-pro. It also was not in the [flight computer]. We got the localizer frequency from the tower controller. We got our flaps 40 landing numbers off of the FMC and planned an autobrake 3 landing.the captain informed the flight attendants about the unscheduled divert and why we were diverting. He made a PA to our customers informing them of our landing in ZZZ3 instead of ZZZ. We landed safely and taxied to the corporate terminal. We had 5;000 pounds of fuel at that time. After landing we received an ACARS message with numbers for ZZZ runway 28R. We safely parked the aircraft and immediately ensured the customers were comfortable and taken care of while waiting on the aircraft. The captain suggested a water and snack service and I continued to keep the customers informed to the best of my ability every five minutes. The captain began the offline fueling procedures; helped the line serviceman hook up to our center point fueling station; and began the fuel quality checks. We kept the customers on the aircraft; hoping to eventually get performance numbers from dispatch so we could get them to ZZZ. We got an ACARS saying that the latest plan was to bus the people to ZZZ. Dispatch also said that engineering was working on performance numbers and that I had a part 117 duty limit approaching.the crew personally escorted every customer off the aircraft via air stairs; where they waited in the corporate terminal for transportation to ZZZ.

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Original NASA ASRS Text

Title: An air carrier First Officer and a Dispatcher reported that an aircraft had to divert due to a planned temporary airport closure and insufficient fuel for the required hold.

Narrative: We were on the Arrival into ZZZ and were told to hold at the ZZZZZ intersection. An air show was in progress and we were given a 20 minute EFC time. The Captain and I knew that we were scheduled to arrive in ZZZ with only 5;400 pounds of fuel and that were would be unable to hold for that long to get into ZZZ. A divert plan was needed. The Captain gave the aircraft to me to fly; he was the Pilot Flying (PF) while he worked on a divert plan. I began to enter the hold and realized that the LNAV was not engaging. I manually entered the hold using Heading Select and continued talking to ATC as they began several step descents in the holding pattern. We messaged Dispatch via ACARS for divert guidance. We got a reply back that the current dispatcher had no idea why the last dispatcher didn't give us more fuel; since an air show was scheduled to end right at our arrival time. I completely missed the air show in the NOTAMS during the preflight planning stage as well. We did not hear back from Dispatch for several minutes while we were coming up with a plan. We got a message to contact Dispatch on the ZZZ Operations frequency. They mentioned ZZZ1 as our alternate. We never received a diversion plan for ZZZ1.The Captain put ZZZ1 in the Fix page and saw that it was 135 miles away. He decided against it due to distance; wind; fuel and traffic congestion considerations. We also discussed ZZZ2 and quickly ruled it out. It was at that time that the Captain mentioned ZZZ3. He pulled it up on the enroute cart on our EFB and saw that it had a 6500' runway and was 150' wide. He had prior experience with the field. The Captain told Dispatch on the ZZZ Operations frequency that we were diverting to ZZZ3.We told ATC that we were diverting to ZZZ3 and received vectors for a straight in landing on 28. The weather was VFR. It was then that I realized that ZZZ3 was not listed as an airport in JeppFD-Pro. It also was not in the [flight computer]. We got the Localizer frequency from the Tower Controller. We got our flaps 40 landing numbers off of the FMC and planned an autobrake 3 landing.The Captain informed the Flight Attendants about the unscheduled divert and why we were diverting. He made a PA to our Customers informing them of our landing in ZZZ3 instead of ZZZ. We landed safely and taxied to the corporate terminal. We had 5;000 pounds of fuel at that time. After landing we received an ACARS message with numbers for ZZZ Runway 28R. We safely parked the aircraft and immediately ensured the customers were comfortable and taken care of while waiting on the aircraft. The Captain suggested a water and snack service and I continued to keep the customers informed to the best of my ability every five minutes. The Captain began the offline fueling procedures; helped the Line Serviceman hook up to our center point fueling station; and began the fuel quality checks. We kept the customers on the aircraft; hoping to eventually get performance numbers from Dispatch so we could get them to ZZZ. We got an ACARS saying that the latest plan was to bus the people to ZZZ. Dispatch also said that engineering was working on performance numbers and that I had a Part 117 Duty Limit approaching.The crew personally escorted every customer off the aircraft via air stairs; where they waited in the corporate terminal for transportation to ZZZ.

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.