Narrative:

Before departing; I checked the release; metar; and taf as I always do. Taf at our time of arrival was showing: FMXX2200 12004 KT P6SM BKN040 and an alternate was not required. We had about 1000 pounds extra fuel for tankering. On taxi out; ground informed us that northbound departures were stopped; and we burned approximately 300 pounds of that fuel waiting in line for takeoff. We eventually were re-routed around weather and took off for our destination. ATIS winds calm; visibility 10SM BKN040 BKN080 19/18 A2987. We planned on the visual approach; briefed that; and was cleared for that by approach once the runway was in sight. When checking in with tower; I noted some ground fog. I thought to myself that we made it in at a good time; as soon the airport would fog over. On base turn; tower informed us that the fog was rolling into the airport; obscuring the end of our runway; however he had the full length in sight from the tower. Turning final; tower reported RVR 4000 ft. We executed a missed approach and complied with the tower assigned heading and altitude; and requested vectors for the ILS. We were handed off back to approach. Checking in with approach; we were told the RVR was now 2200 touchdown; 4000 rollout. We needed 4000 for the ILS w/ ALS inoperative. At this point we had 3700 pounds fuel on board. ATC assigned us some headings to fly; and we climbed to 3000 ft. I started checking for alternates; and attempted contact with our dispatcher but received no answer. I assumed we were too low for radio service. I then sent an ACARS message saying our destination was below minimums and we needed to divert. At this point we climbed to 10;000 ft and entered a hold over the OM as published. I called the flight attendant and informed her we would most likely be diverting but I did not know where yet. In the hold we flew 200 KTS to save fuel; min clean speed at 47000 pounds was 182 KTS. We still had no response from dispatch so we decided to head to another airport. I saw that three airports were all in the same direction; give or take. I knew at least two of them were stations we served with passenger handling. We then pulled up the weather on the ACARS. At this point we got a printout from the dispatcher with a flight plan to ZZZ; showing landing with 2061 pounds with a burnoff of approximately 1500 pounds. We had about 3400 pounds at this point. I thought that was too close for comfort although ZZZ weather was VFR. I sent a message back asking about a different airport; which we saw the weather was 1 1/2 SM 500 ovc. The dispatcher replied that no airplanes have landed there for 3 hours. Scratch that idea. At this point we were about 40 miles from ZZZ1; which was reporting winds calm 2 SM 300 ovc. We had approximately 2800 pounds fuel remaining; and I elected to divert to ZZZ1. On descent the dispatcher sent another ACARS message suggesting ZZZ2. According to the FMS that was 104 NM away; and landing with 1700 pounds fuel. I did not answer this message as we were already on approach for ZZZ; using my captain's authority. We flew the ILS; and landed without incident; approximately 2500 pounds fuel remaining. At this point I parked on the vacant air carrier ramp; completed all checklists; and contacted the dispatcher. The dispatcher was irate that I went to ZZZ against her wishes. I informed her that I did not think the options she presented me were viable; and she continued to berate me on the phone over my decision. She claimed that I should have gone to ZZZ2 because it was only an hour bus ride to our destination whereas ZZZ was three hours. I told her that I was more concerned about getting the plane safely on the ground in our low fuel state; and that I would not entertain any further discussion on that topic; however I would like a plan on what to do from here. I did not feel that the dispatcher was much help. I would have headed to ZZZ2 if I would have been informed that was the best option while we were in the hold; however she took what seemed like a long time to respond to our ACARS message. At that point I knew I had to get the airplane on the ground absent any further information from dispatch. Matters that complicated this were the awkward 1-way communication of ACARS and the poor weather at almost every suitable diversion airport.

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Original NASA ASRS Text

Title: A CRJ-200 Captain diverted when his destination airport fogged in. The Dispatcher was unhappy the crew did not go to a different alternate.

Narrative: Before departing; I checked the release; METAR; and TAF as I always do. TAF at our time of arrival was showing: FMXX2200 12004 KT P6SM BKN040 and an alternate was not required. We had about 1000 LBS extra fuel for tankering. On taxi out; ground informed us that northbound departures were stopped; and we burned approximately 300 LBS of that fuel waiting in line for takeoff. We eventually were re-routed around weather and took off for our destination. ATIS winds calm; visibility 10SM BKN040 BKN080 19/18 A2987. We planned on the visual approach; briefed that; and was cleared for that by approach once the runway was in sight. When checking in with Tower; I noted some ground fog. I thought to myself that we made it in at a good time; as soon the airport would fog over. On base turn; Tower informed us that the fog was rolling into the airport; obscuring the end of our runway; however he had the full length in sight from the Tower. Turning final; Tower reported RVR 4000 FT. We executed a missed approach and complied with the Tower assigned heading and altitude; and requested vectors for the ILS. We were handed off back to approach. Checking in with approach; we were told the RVR was now 2200 touchdown; 4000 rollout. We needed 4000 for the ILS w/ ALS INOP. At this point we had 3700 LBS fuel on board. ATC assigned us some headings to fly; and we climbed to 3000 FT. I started checking for alternates; and attempted contact with our Dispatcher but received no answer. I assumed we were too low for radio service. I then sent an ACARS message saying our destination was below minimums and we needed to divert. At this point we climbed to 10;000 FT and entered a hold over the OM as published. I called the Flight Attendant and informed her we would most likely be diverting but I did not know where yet. In the hold we flew 200 KTS to save fuel; min clean speed at 47000 LBS was 182 KTS. We still had no response from dispatch so we decided to head to another airport. I saw that three airports were all in the same direction; give or take. I knew at least two of them were stations we served with passenger handling. We then pulled up the weather on the ACARS. At this point we got a printout from the Dispatcher with a flight plan to ZZZ; showing landing with 2061 LBS with a burnoff of approximately 1500 LBS. We had about 3400 LBS at this point. I thought that was too close for comfort although ZZZ weather was VFR. I sent a message back asking about a different airport; which we saw the weather was 1 1/2 SM 500 OVC. The Dispatcher replied that no airplanes have landed there for 3 hours. Scratch that idea. At this point we were about 40 miles from ZZZ1; which was reporting winds calm 2 SM 300 OVC. We had approximately 2800 LBS fuel remaining; and I elected to divert to ZZZ1. On descent the Dispatcher sent another ACARS message suggesting ZZZ2. According to the FMS that was 104 NM away; and landing with 1700 LBS fuel. I did not answer this message as we were already on approach for ZZZ; using my Captain's authority. We flew the ILS; and landed without incident; approximately 2500 LBS fuel remaining. At this point I parked on the vacant air carrier ramp; completed all checklists; and contacted the Dispatcher. The Dispatcher was irate that I went to ZZZ against her wishes. I informed her that I did not think the options she presented me were viable; and she continued to berate me on the phone over my decision. She claimed that I should have gone to ZZZ2 because it was only an hour bus ride to our destination whereas ZZZ was three hours. I told her that I was more concerned about getting the plane safely on the ground in our low fuel state; and that I would not entertain any further discussion on that topic; however I would like a plan on what to do from here. I did not feel that the Dispatcher was much help. I would have headed to ZZZ2 if I would have been informed that was the best option while we were in the hold; however she took what seemed like a long time to respond to our ACARS message. At that point I knew I had to get the airplane on the ground absent any further information from dispatch. Matters that complicated this were the awkward 1-way communication of ACARS and the poor weather at almost every suitable diversion airport.

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.