Narrative:

Enroute to ase we sent for landing data for rwy 15 on a wet runway and the winds were roughly 270/12g19. The data came back and said we didn't have the required runway length necessary. We immediately asked dispatch to run the numbers as well and then referenced the flight release. Dispatch came back initially and said we should be good but they were going to check with their boss. The flight release said that we had more than enough runway. We decided to continue the approach. Somewhere around xtrem or tiket we received a message from dispatch that said;'not legal to land; sorry.' we executed the missed approach and started our climb to 14200 feet. Because of our speed and altitude I called for vfto (final takeoff speed) because we didn't have too far to climb and I didn't want to blow through our missed approach altitude. As we leveled we noticed the FMS didn't sequence. We verified on the FMA we were in GA mode but it wasn't sequencing. At that point we identified rikoc and realized we were already passed it and turned immediately to a heading of 300. Because we exceeded 190 knots we had a wider turning radius and exceeded the 13.5 DME arc from dbl when we were intercepting the 303 course outbound. Because of the wide turn tower told us the MSA was 16000 feet and cleared us to maintain 16000 ft. We complied immediately. We only had 4100 lbs of fuel onboard and decided to divert to ZZZ. We requested direct to the airport and asked dispatch for the fuel burn and informed them of our intentions. They responded that ZZZ isn't a legal alternate because the tower is closed and we need to go to den. We started the turn towards den and then received word that ZZZ tower was open and we were good to go. We proceeded to ZZZ and landed without incident.I think that an 11 hour duty day is too much. There are too many factors that can get you behind and make it impossible to catch up without rushing. I think it would also be beneficial to do more training on the missed approach procedure for the localizer rwy 15 from earlier on in the approach. It changes things quite a bit. We need to refine the new data because it is spitting out data that seems completely and utterly inaccurate and will completely tie our hands and create situations like this. That being said there was certainly mistakes made on my part that I haven't made before on this missed approach procedure. We had already briefed it three times that day but could have been more thorough. Many of the small but important details that were missed I think were due mostly to a long duty day with many distractions that took a toll on us mentally. We did identify our long day as a threat in the want briefing but didn't realize how big of a threat it was.

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Original NASA ASRS Text

Title: Turbojet flight crew reported a missed approach due to the winds at ASE. The aircraft entered an area with a higher MSA due to a higher speed and greater turn radius.

Narrative: Enroute to ASE we sent for landing data for Rwy 15 on a wet runway and the winds were roughly 270/12G19. The data came back and said we didn't have the required runway length necessary. We immediately asked dispatch to run the numbers as well and then referenced the flight release. Dispatch came back initially and said we should be good but they were going to check with their boss. The flight release said that we had more than enough runway. We decided to continue the approach. Somewhere around XTREM or TIKET we received a message from dispatch that said;'not legal to land; sorry.' We executed the missed approach and started our climb to 14200 feet. Because of our speed and altitude I called for VfTO (Final Takeoff Speed) because we didn't have too far to climb and I didn't want to blow through our missed approach altitude. As we leveled we noticed the FMS didn't sequence. We verified on the FMA we were in GA mode but it wasn't sequencing. At that point we identified RIKOC and realized we were already passed it and turned immediately to a heading of 300. Because we exceeded 190 knots we had a wider turning radius and exceeded the 13.5 DME arc from DBL when we were intercepting the 303 course outbound. Because of the wide turn tower told us the MSA was 16000 feet and cleared us to maintain 16000 ft. We complied immediately. We only had 4100 lbs of fuel onboard and decided to divert to ZZZ. We requested direct to the airport and asked dispatch for the fuel burn and informed them of our intentions. They responded that ZZZ isn't a legal alternate because the tower is closed and we need to go to DEN. We started the turn towards DEN and then received word that ZZZ tower was open and we were good to go. We proceeded to ZZZ and landed without incident.I think that an 11 hour duty day is too much. There are too many factors that can get you behind and make it impossible to catch up without rushing. I think it would also be beneficial to do more training on the missed approach procedure for the LOC Rwy 15 from earlier on in the approach. It changes things quite a bit. We need to refine the new data because it is spitting out data that seems completely and utterly inaccurate and will completely tie our hands and create situations like this. That being said there was certainly mistakes made on my part that I haven't made before on this missed approach procedure. We had already briefed it three times that day but could have been more thorough. Many of the small but important details that were missed I think were due mostly to a long duty day with many distractions that took a toll on us mentally. We did identify our long day as a threat in the WANT briefing but didn't realize how big of a threat it was.

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.