Narrative:

Event began as a 'minimum fuel' advisory to ATC due to numerous vectors; speed and altitude changes due to weather and large amounts of deviating traffic. By working with my dispatch; we were able to work out a new fuel plan; which allowed us to continue as ATC led us to expect. However; the situation kept changing as ATC continued to vector us; along with everybody else; further south due to extreme weather blocking direct flight to destination. Frequency congestion increased as more and more aircraft encountered problems or began to collect in a region to the southwest. Our FMS projected fuel for landing continued to decrease towards critical levels. Due to the large number of unknown factors remaining; I wanted to divert. Unable to get a word in edgewise on the frequency I continued to maintain course as cleared by ATC. Once a small break in the frequency congestion appeared I quickly stated 'aircraft X emergency fuel' and initiated a 180 degree right hand turn north to the diversion airport. ATC inquired about who declared the fuel emergency and I brought him up to date plus our intentions; fuel state; souls on board; etc. Flight proceeded to diversion airport without further complications. In flight monitoring of fuel situation plus coordination with dispatch and ATC. Large amount of traffic combined with a very large severe weather system forced traffic to congest in one sector. Due to ATC directed routing; we were on the wrong side of the weather for our alternate. Coordination with dispatch and ATC on routing and expectations. Worked with dispatch on new fuel plan after min fuel advisory initiated. Once the plans fell apart; we were forced to divert to the nearest suitable airport. Landing fuel was about 2500 pounds; which is 800 pounds above normal reserve of 1700 pounds. Once I was able to declare emergency fuel and deviate from assigned course; I immediately initiated a 180 degree right turn toward the diversion airport. After landing; a deadheading air carrier captain asked about the 'hard right turn' which he estimated to be 45 degrees aob from the back over water and in broken cloud layers. Due to the embraer's high roll rate and my previous experience with the aircraft and aerobatic flight; it is highly possible that the turn itself may have felt 'hard' to my passengers although I didn't think so at the time. Quick; yes; but not hard. I do recall seeing going over 30 degrees aob; but did strive to maintain a 30 degree aob turn direct to our diversion airport. Better computer models of ATC intentions for dispatch in flight planning stages. More realistic estimates from ATC on expectations. We flew right over. If I knew they were not going to turn us as planned; but would continue to take us south towards the ADIZ; I would have diverted sooner for fuel.

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Original NASA ASRS Text

Title: An EMB-145 pilot declared a fuel emergency and diverted to an enroute airport because extensive weather prevented proceeding to either the filed destination or alternate.

Narrative: Event began as a 'minimum fuel' advisory to ATC due to numerous vectors; speed and altitude changes due to weather and large amounts of deviating traffic. By working with my dispatch; we were able to work out a new fuel plan; which allowed us to continue as ATC led us to expect. However; the situation kept changing as ATC continued to vector us; along with everybody else; further south due to extreme weather blocking direct flight to destination. Frequency congestion increased as more and more aircraft encountered problems or began to collect in a region to the southwest. Our FMS projected fuel for landing continued to decrease towards critical levels. Due to the large number of unknown factors remaining; I wanted to divert. Unable to get a word in edgewise on the frequency I continued to maintain course as cleared by ATC. Once a small break in the frequency congestion appeared I quickly stated 'Aircraft X Emergency Fuel' and initiated a 180 degree right hand turn north to the diversion airport. ATC inquired about who declared the fuel emergency and I brought him up to date plus our intentions; fuel state; souls on board; etc. Flight proceeded to diversion airport without further complications. In flight monitoring of fuel situation plus coordination with Dispatch and ATC. Large amount of traffic combined with a very large severe weather system forced traffic to congest in one sector. Due to ATC directed routing; we were on the wrong side of the weather for our alternate. Coordination with Dispatch and ATC on routing and expectations. Worked with Dispatch on new fuel plan after Min Fuel advisory initiated. Once the plans fell apart; we were forced to divert to the nearest suitable airport. Landing fuel was about 2500 LBS; which is 800 LBS above normal reserve of 1700 pounds. Once I was able to declare emergency fuel and deviate from assigned course; I immediately initiated a 180 degree right turn toward the diversion airport. After landing; a deadheading air carrier Captain asked about the 'hard right turn' which he estimated to be 45 degrees AOB from the back over water and in broken cloud layers. Due to the Embraer's high roll rate and my previous experience with the aircraft and aerobatic flight; it is highly possible that the turn itself may have felt 'hard' to my passengers although I didn't think so at the time. Quick; yes; but not hard. I do recall seeing going over 30 degrees AOB; but did strive to maintain a 30 degree AOB turn direct to our diversion airport. Better computer models of ATC intentions for Dispatch in flight planning stages. More realistic estimates from ATC on expectations. We flew right over. If I knew they were not going to turn us as planned; but would continue to take us south towards the ADIZ; I would have diverted sooner for fuel.

Data retrieved from NASA's ASRS site as of April 2012 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.