Narrative:

Prior to reaching cruise altitude, we were instructed by ZID to return to crw as the controller at crw should not have released our flight. We were released for departure during a ground stop program at iad that we had not been made aware of. Upon request of ZID to return to crw, we notified dispatch. Dispatch approved our return to crw. While initiating our approach into crw, the approach controller issued a clearance to iad via left turn 140 degrees, join the jasen 4 arrival. With receipt of this clearance we notified dispatch and were given permission to continue. Consecutively our dispatcher amended our release, and added an alternate of bwi. No alternate was required per the terminal forecast fuel at this point 2150 pounds, XA50. While being vectored for approach and landing, our fuel was coming into question with regard to diversion fuel. 250 pounds of fuel needed for the diversion would leave us with 1050 pounds required. Approximately 70 mi from iad, an advisory was made to ATC about minimum fuel. This was made allowing for a safe approach and diversion to bwi if necessary. After being vectored for our approach, we were given landing clearance following an airbus 320. Unfortunately, the airbus was not able to exit the runway safely, requiring us to perform a go around. This discontinued landing prompted the emergency declaration in the interest of safety and allowing our aircraft to land with 1000 pounds remaining.

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Original NASA ASRS Text

Title: FLT CREW OF SF34 DECLARES FUEL EMER FOLLOWING REJECTED LNDG AT IAD.

Narrative: PRIOR TO REACHING CRUISE ALT, WE WERE INSTRUCTED BY ZID TO RETURN TO CRW AS THE CTLR AT CRW SHOULD NOT HAVE RELEASED OUR FLT. WE WERE RELEASED FOR DEP DURING A GND STOP PROGRAM AT IAD THAT WE HAD NOT BEEN MADE AWARE OF. UPON REQUEST OF ZID TO RETURN TO CRW, WE NOTIFIED DISPATCH. DISPATCH APPROVED OUR RETURN TO CRW. WHILE INITIATING OUR APCH INTO CRW, THE APCH CTLR ISSUED A CLRNC TO IAD VIA L TURN 140 DEGS, JOIN THE JASEN 4 ARR. WITH RECEIPT OF THIS CLRNC WE NOTIFIED DISPATCH AND WERE GIVEN PERMISSION TO CONTINUE. CONSECUTIVELY OUR DISPATCHER AMENDED OUR RELEASE, AND ADDED AN ALTERNATE OF BWI. NO ALTERNATE WAS REQUIRED PER THE TERMINAL FORECAST FUEL AT THIS POINT 2150 LBS, XA50. WHILE BEING VECTORED FOR APCH AND LNDG, OUR FUEL WAS COMING INTO QUESTION WITH REGARD TO DIVERSION FUEL. 250 LBS OF FUEL NEEDED FOR THE DIVERSION WOULD LEAVE US WITH 1050 LBS REQUIRED. APPROX 70 MI FROM IAD, AN ADVISORY WAS MADE TO ATC ABOUT MINIMUM FUEL. THIS WAS MADE ALLOWING FOR A SAFE APCH AND DIVERSION TO BWI IF NECESSARY. AFTER BEING VECTORED FOR OUR APCH, WE WERE GIVEN LNDG CLRNC FOLLOWING AN AIRBUS 320. UNFORTUNATELY, THE AIRBUS WAS NOT ABLE TO EXIT THE RWY SAFELY, REQUIRING US TO PERFORM A GAR. THIS DISCONTINUED LNDG PROMPTED THE EMER DECLARATION IN THE INTEREST OF SAFETY AND ALLOWING OUR ACFT TO LAND WITH 1000 LBS REMAINING.

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.