Narrative:

While en route to pit, we listened to ATIS, which reported WX less than our landing minimums. Since we were close to pit, we called their operations to relay a message to our dispatch that we needed to go to an alternate. They relayed back to us to go to morgantown. As we flew to morgantown, ceilings and visibility reduced rapidly, which was not forecast to do so. We also encountered continuous light, occasional moderate turbulence, and light mixed ice. By the time we were vectored for the approach into morgantown and reached the missed approach point, we had no lights in sight. On the missed, we tried to contact our dispatch using comrdo and comrdo patched us through and I could hear our dispatch, but they couldn't hear me. I was calling to have them figure out another alternate, and the fuel burn to get there. Communication was impossible with dispatch. While all this was going on, we heard reports on frequency of moderate and greater turbulence, and moderate and greater icing at en route altitudes. I could not go back to cruise altitudes where these conditions were reported, and I could not go back to the departure airport safely without knowing the fuel bur. I asked approach if there was a suitable airport to land at that was close. He suggested clarksburg. We have those approach plates, so we agreed. He gave us vectors and we landed safely. However, we landed at an airport that is not in our operations specifications. If communication had not broken down between us and dispatch through comrdo, this may not have happened.

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Original NASA ASRS Text

Title: SF34 CREW USED THE CAPT EMER AUTH TO LAND AT THE NEAREST SUITABLE ARPT AFTER RUNNING LOW ON FUEL BECAUSE OF 2 WX RELATED DIVERSIONS.

Narrative: WHILE ENRTE TO PIT, WE LISTENED TO ATIS, WHICH RPTED WX LESS THAN OUR LNDG MINIMUMS. SINCE WE WERE CLOSE TO PIT, WE CALLED THEIR OPS TO RELAY A MESSAGE TO OUR DISPATCH THAT WE NEEDED TO GO TO AN ALTERNATE. THEY RELAYED BACK TO US TO GO TO MORGANTOWN. AS WE FLEW TO MORGANTOWN, CEILINGS AND VISIBILITY REDUCED RAPIDLY, WHICH WAS NOT FORECAST TO DO SO. WE ALSO ENCOUNTERED CONTINUOUS LIGHT, OCCASIONAL MODERATE TURB, AND LIGHT MIXED ICE. BY THE TIME WE WERE VECTORED FOR THE APCH INTO MORGANTOWN AND REACHED THE MISSED APCH POINT, WE HAD NO LIGHTS IN SIGHT. ON THE MISSED, WE TRIED TO CONTACT OUR DISPATCH USING COMRDO AND COMRDO PATCHED US THROUGH AND I COULD HEAR OUR DISPATCH, BUT THEY COULDN'T HEAR ME. I WAS CALLING TO HAVE THEM FIGURE OUT ANOTHER ALTERNATE, AND THE FUEL BURN TO GET THERE. COM WAS IMPOSSIBLE WITH DISPATCH. WHILE ALL THIS WAS GOING ON, WE HEARD RPTS ON FREQ OF MODERATE AND GREATER TURB, AND MODERATE AND GREATER ICING AT ENRTE ALTS. I COULD NOT GO BACK TO CRUISE ALTS WHERE THESE CONDITIONS WERE RPTED, AND I COULD NOT GO BACK TO THE DEP ARPT SAFELY WITHOUT KNOWING THE FUEL BUR. I ASKED APCH IF THERE WAS A SUITABLE ARPT TO LAND AT THAT WAS CLOSE. HE SUGGESTED CLARKSBURG. WE HAVE THOSE APCH PLATES, SO WE AGREED. HE GAVE US VECTORS AND WE LANDED SAFELY. HOWEVER, WE LANDED AT AN ARPT THAT IS NOT IN OUR OPS SPECS. IF COM HAD NOT BROKEN DOWN BTWN US AND DISPATCH THROUGH COMRDO, THIS MAY NOT HAVE HAPPENED.

Data retrieved from NASA's ASRS site as of July 2007 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.