Narrative:

We were on the arrival and assigned a hold due to the weather at our destination. We held for 1 hour. All runways were closed and nil to poor braking was reported. After the 1 hour holding delay we were cleared for the approach to ILS10 C. The first officer and I discussed the situation and our fuel status and our options. We confirmed our plan with dispatch and decided to continue to ZZZ. On the first approach; we were vectored off to give spacing with a heavy international 787. After a delaying vectors we were once again recleared for the approach. We were assigned a speed of 160 knots 15 miles from the runway. We complied. Approximately 1 mile from the field; the tower instructed us to go around due to loss of separation. We went around and stated we were now in a minimum fuel state and could except no more delays. ATC vectored us back for a second approach. The weather had deteriorated more to 1/2 mile visibility and slush covered runway at reported depth of 1/8 inch completely covered. We opted to perform a flaps 40 cat 2 autoland per the approach plate. On the second approach at approximately 300 ft. From touchdown; the tower instructed us to immediately go-around stating the preceding airplane had slid off the runway. We performed a second go around and immediately diverted to ZZZ1. We were at our minimum fuel and decided that was the safest course of action. We did a 3rd low IFR ILS autoland into ZZZ1 and it was uneventful. We contacted crew scheduling about what they wanted us to do. Their first plan was for us to refuel and fly back to ZZZ. We stated that we thought we were close to the end of our duty day. Scheduling then said that they wanted us to sit on the plane and wait for a possible inbound crew then deadhead to ZZZ. The first officer and I discussed this and decided it was best to get some crew rest at that point due to the long and very difficult flight we encountered. We felt we were extremely exhausted and not functioning with very clear thought process and our communication skills were degraded. We decided that to layover at ZZZ1 was a safer option. We believed that continuing to work in an exhausted state of mind and body would not be beneficial for the airline.

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Original NASA ASRS Text

Title: B737-900 flight crew reported diverting following two missed approaches and then calling in fatigued due to the long stressful flight.

Narrative: We were on the arrival and assigned a hold due to the weather at our destination. We held for 1 hour. All runways were closed and nil to poor braking was reported. After the 1 hour holding delay we were cleared for the approach to ILS10 C. The First Officer and I discussed the situation and our fuel status and our options. We confirmed our plan with dispatch and decided to continue to ZZZ. On the first approach; we were vectored off to give spacing with a heavy international 787. After a delaying vectors we were once again recleared for the approach. We were assigned a speed of 160 knots 15 miles from the runway. We complied. Approximately 1 mile from the field; the Tower instructed us to go around due to loss of separation. We went around and stated we were now in a minimum fuel state and could except no more delays. ATC vectored us back for a second approach. The weather had deteriorated more to 1/2 mile visibility and slush covered runway at reported depth of 1/8 inch completely covered. We opted to perform a flaps 40 Cat 2 autoland per the approach plate. On the second approach at approximately 300 ft. from touchdown; the Tower instructed us to immediately go-around stating the preceding airplane had slid off the runway. We performed a second go around and immediately diverted to ZZZ1. We were at our minimum fuel and decided that was the safest course of action. We did a 3rd low IFR ILS Autoland into ZZZ1 and it was uneventful. We contacted Crew Scheduling about what they wanted us to do. Their first plan was for us to refuel and fly back to ZZZ. We stated that we thought we were close to the end of our duty day. Scheduling then said that they wanted us to sit on the plane and wait for a possible inbound crew then deadhead to ZZZ. The First Officer and I discussed this and decided it was best to get some crew rest at that point due to the long and very difficult flight we encountered. We felt we were extremely exhausted and not functioning with very clear thought process and our communication skills were degraded. We decided that to layover at ZZZ1 was a safer option. We believed that continuing to work in an exhausted state of mind and body would not be beneficial for the airline.

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.