Narrative:

Flight XXX departed ZZZ with the intention to land in iah. All preflight information suggested the weather in iah was good with possible pop up thunderstorms in the area which gave us dfw as an alternate. Before departing; we pushed with a planned fuel of 27.6 but actually had 27.8; followed by a quick 15 minutes taxing to takeoff. We originally had 10.1 for remf; with a scheduled 3.6 burn to dfw. As we started the SKRND4 arrival from the northeast; we were given a reroute direct lft for the NNCEE1 from the southeast. At some point the ca (captain) informed dispatch of our situation which was replied with info that 'no holding' was happening and that everyone was still getting in. This brought our fuel down to approximately 8.4 in iah; since we've been updating ATIS since leaving ZZZ; and the dispatch info; we felt comfortable continuing into iah. As we entered iah approach we were given vectors to the north for runway 8L which included multiple vectors around heavy build ups. On downwind for 8L; we were informed an aircraft went around 8R for wind shear and during the turn to base leg; the radar was showing solid red moving north towards app/runway of 8L. We made the decision to divert at 3;000 feet to approximately 10 miles from iah to dfw (at least 1 other flight followed our lead). We were handed off to departure and eventually dfw center at an altitude of FL300 and approach that took us on the BEREE1. The ca notified dfw center/approach we were 'minimum fuel' as our efob (estimated fuel onboard) was indicating 3.4-3.6 (which was also passed along to dispatch). We did have to deviate around several cells between iah and dfw and were also given several delay vectors by dfw approach as we continued to alert them of our min fuel status. Weather in dfw was VFR (sct around 5;000; winds out of the south at approximately 10KT and visibility unrestricted). We eventually made it into the dfw pattern while doing the best to conserve fuel.while on approach we were given heading/altitude that eventually put us on the glide path to runway 17C which did have a displaced threshold to 8;125ft. I did verbalize I around 1;600-1;800 feet I 'had the PAPI's' and was indicating 2 white 2 red. The ca suggested I follow the magenta dot so that we would be as close to front part of tdze (touchdown zone elevation) as possible even though we were in visibility conditions. All callouts were made even the 500 feet 'stable' at this point were low turning 4 red and before I could state my intentions to level off and catch up on the papis tower beat me to it by calling our go-around. We went around; configured and set up for another approach. To say we were nervous watching the fuel go to 2;000 lbs was an understatement. As we were handed off to dfw departure; the ca [advised ATC] and we asked for runway 17L. We spent minimal time in the air up to 3;000 feet and back in the pattern. Looking over; the ca was understandably on edge. I asked him if he felt more comfortable flying this approached (but said I feel more than capable)...initially he said 'no' but while on downwind changed his mind and we transferred controls. From there the approach to landing went as fine as we crossed the threshold this time I noted we had just north of 2;000 lbs; by the time we pulled off the runway it was closer to 1;920 lbs. The taxi to the gate went uneventful.

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Original NASA ASRS Text

Title: Air carrier Captain reported reaching an emergency fuel state after diverting and at the alternate airport being directed to go-around.

Narrative: Flight XXX departed ZZZ with the intention to land in IAH. All preflight information suggested the weather in IAH was good with possible pop up thunderstorms in the area which gave us DFW as an alternate. Before departing; we pushed with a planned fuel of 27.6 but actually had 27.8; followed by a quick 15 minutes taxing to takeoff. We originally had 10.1 for REMF; with a scheduled 3.6 burn to DFW. As we started the SKRND4 arrival from the NE; we were given a reroute direct LFT for the NNCEE1 from the SE. At some point the CA (Captain) informed dispatch of our situation which was replied with info that 'no holding' was happening and that everyone was still getting in. This brought our fuel down to approximately 8.4 in IAH; since we've been updating ATIS since leaving ZZZ; and the dispatch info; we felt comfortable continuing into IAH. As we entered IAH approach we were given vectors to the north for Runway 8L which included multiple vectors around heavy build ups. On downwind for 8L; we were informed an aircraft went around 8R for wind shear and during the turn to base leg; the radar was showing solid red moving north towards app/runway of 8L. We made the decision to divert at 3;000 feet to approximately 10 miles from IAH to DFW (at least 1 other flight followed our lead). We were handed off to departure and eventually DFW Center at an altitude of FL300 and Approach that took us on the BEREE1. The CA notified DFW Center/Approach we were 'minimum fuel' as our EFOB (Estimated Fuel onboard) was indicating 3.4-3.6 (which was also passed along to Dispatch). We did have to deviate around several cells between IAH and DFW and were also given several delay vectors by DFW approach as we continued to alert them of our min fuel status. Weather in DFW was VFR (SCT around 5;000; winds out of the south at approximately 10KT and visibility unrestricted). We eventually made it into the DFW pattern while doing the best to conserve fuel.While on approach we were given heading/altitude that eventually put us on the glide path to Runway 17C which did have a displaced threshold to 8;125ft. I did verbalize I around 1;600-1;800 feet I 'had the PAPI's' and was indicating 2 white 2 red. The CA suggested I follow the magenta dot so that we would be as close to front part of TDZE (Touchdown Zone Elevation) as possible even though we were in visibility conditions. All callouts were made even the 500 feet 'stable' at this point were low turning 4 red and before I could state my intentions to level off and catch up on the PAPIs Tower beat me to it by calling our go-around. We went around; configured and set up for another approach. To say we were nervous watching the fuel go to 2;000 lbs was an understatement. As we were handed off to DFW departure; the CA [advised ATC] and we asked for Runway 17L. We spent minimal time in the air up to 3;000 feet and back in the pattern. Looking over; the CA was understandably on edge. I asked him if he felt more comfortable flying this approached (but said I feel more than capable)...initially he said 'No' but while on downwind changed his mind and we transferred controls. From there the approach to landing went as fine as we crossed the threshold this time I noted we had just north of 2;000 lbs; by the time we pulled off the runway it was closer to 1;920 lbs. The taxi to the gate went uneventful.

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.