Narrative:

This event was caused by a severe circuit breaker system moving thru the area to the southeast. There were numerous circuit breaker's associated with wind changes and moderate turbulence at the landing time. We attempted 3 approaches to land and had to go around all three times; once for winds out of limits due to tailwind and twice for head windshear on final approach. We diverted to our filed alternate but had to deviate around WX (weather) cells and unforcasted winds aloft were 270/144 which resulted in more fuel burn to the alternate. Initially the FMS predicted landing at [the diversion airport] with 14.8 fob (fuel on board). During the cruise flight we got clearance direct to the airport. We climbed to a higher altitude for better fuel economy. After 15 minutes the FMS now said landing fob was 12.8 after loading the approach and clearance to the FAF. At that time I declared minimum fuel with center and stated that we could not accept any delays. We began our initial descent and passing FL180 the FMS predicted landing fob of 11.1 and we got fuel tanks 3 and 2 lo fuel alerts. At this time I [advised] emergency fuel with approach control. I elected to auto land the airplane because I thought we would flame out an engine on another GA. On final approach the FMS predicted fob 10.8. We briefed the approach and what may happen if we lost an engine. The approach and landing were successful and we canceled the emergency with tower after landing. When we blocked into [the] ramp and shut down engines the fob was 9.6. First officer (first officer) performed flawlessly and was of great help in getting this flight safely on the ground. We contacted [operations control] and got our new [release] and gas and go to return back to [the original destination] without further problems. Phone contact with our dispatcher confirmed no recent windshear reports in the area prior to our departure. The entire sortie that night was delayed 1 hour due to the severe weather and diverts.this emergency fuel event was caused by excess fuel burn due to very strong unforecast winds aloft and the need to vector around circuit breaker's while diverting to our scheduled alternate. ATC was very helpful during this entire event.[I recommend] divert to alternate earlier after 2 approach attempts only; also better manage fob.

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Original NASA ASRS Text

Title: MD-11 Captain reported landing with minimum fuel onboard following 3 missed approaches and a diversion due to inclement weather.

Narrative: This event was caused by a severe CB system moving thru the area to the southeast. There were numerous CB's associated with wind changes and moderate turbulence at the landing time. We attempted 3 approaches to land and had to go around all three times; once for winds out of limits due to tailwind and twice for head windshear on final approach. We diverted to our filed alternate but had to deviate around WX (Weather) cells and unforcasted winds aloft were 270/144 which resulted in more fuel burn to the alternate. Initially the FMS predicted landing at [the diversion airport] with 14.8 FOB (Fuel On Board). During the cruise flight we got clearance direct to the airport. We climbed to a higher altitude for better fuel economy. After 15 minutes the FMS now said landing FOB was 12.8 after loading the approach and clearance to the FAF. At that time I declared Minimum Fuel with Center and stated that we could not accept any delays. We began our initial descent and passing FL180 the FMS predicted landing FOB of 11.1 and we got Fuel tanks 3 and 2 LO FUEL alerts. At this time I [advised] Emergency Fuel with Approach control. I elected to auto land the airplane because I thought we would flame out an engine on another GA. On final approach the FMS predicted FOB 10.8. We briefed the approach and what may happen if we lost an engine. The approach and landing were successful and we canceled the Emergency with Tower after landing. When we blocked into [the] ramp and shut down engines the FOB was 9.6. FO (First Officer) performed flawlessly and was of great help in getting this flight safely on the ground. We contacted [Operations Control] and got our new [release] and gas and go to return back to [the original destination] without further problems. Phone contact with our Dispatcher confirmed no recent windshear reports in the area prior to our departure. The entire sortie that night was delayed 1 hour due to the severe weather and diverts.This EMERGENCY FUEL event was caused by excess fuel burn due to very strong unforecast winds aloft and the need to vector around CB's while diverting to our scheduled alternate. ATC was very helpful during this entire event.[I recommend] divert to Alternate earlier after 2 approach attempts only; also better manage FOB.

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.