Narrative:

Destination forecast included gusty wind conditions but high ceilings and good visibility. Wind conditions were well within crosswind limitations during the flight planning stage. Enroute to destination wind condition deteriorated prompting consultation with dispatch. The conclusion was that if conditions didn't improve when the flight was equidistant to alternate and destination we would divert to alternate. Conditions did improve and dispatch advised aircraft were landing at our destination. Deliberations were made for a potential divert to a new alternate and fuel burns were related from dispatch. I decided to continue to our destination.weather in the descent was moderate turbulence in non-convective rain. During vectors to the approach another airbus went missed approach and diverted to a nearby airport. On approach we received a predictive windshear warning and the first officer conducted the appropriate go-around procedure. I told tower we were initiating a missed approach [and] that I was declaring an emergency due to low fuel and we were diverting to a nearby airport. Enroute to the airport was extremely labor intensive and it took some effort to locate the airport's charts. Time was compressed. I took the airplane from the first officer who was doing a superior job but it looked like he needed a break. [We had] moderate chop/light turbulence and icing enroute. We were vectored below the weather; found the airport and flew a visual approach.diverting to a relatively small general aviation field with no tower and limited services in the middle of the night proved to be a daunting proposition. We had several conflicting issues and priorities. Time was of the essence as we were approaching 12 hours on duty and needed to be somewhere in less than 14 hours of duty. The airport operations personnel advised limited facilities and no bathrooms. Dispatch advised no hotel rooms in the area and no transportation to original destination. Weather at our original airport was not improving. Decided to fuel up with enough gas to go to original destination and divert to a third airport. By the time we got gas it was too late to fly and I was getting fatigued. [I] told dispatch to develop a flight plan directly to the third airport and weight and balance data and takeoff data. This took time as did dealing with fuelers; flight attendants and passengers.our divert happened in the 11th hour of duty day. The divert was an extremely labor intensive situation. On the ground I had many things to consider and many distractions. Weather at our planned destination; fueling difficulties at our divert station; passenger considerations; the flight attendants; mountainous terrain; the dark of night and fatigue.because I was conscious of our 14 hour duty limitation I called the crew desk on my cell phone. I needed an accurate departure time from the crew desk that would keep us legal and under the 14 hour limit. My first call was put on hold for an extremely long period of time. I had other priorities that required my attention. My second call was even more disappointing. The scheduler I spoke with gave me a time that just didn't add up. I was quoted a xa:47 departure to keep us legal. I didn't have confidence in this assertion; so the first officer and I put everything on hold while we calculated a necessary departure time of xa:22. We departed at xa:17 from the general aviation airport to a new airport. We arrived there with just moments to spare in our effort to remain within 14 hours of duty. The crew desk estimate was wrong.this was either incompetence or deliberate dishonesty. Either way; the crew desk put the crew and passengers at risk. These crew duty limitations are there for a reason: safety! I will never trust the crew desk again.

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Original NASA ASRS Text

Title: An A319 had to declare a fuel emergency and divert to a small airport when excessive winds and a windshear warning on approach at their destination forced them to go-around.

Narrative: Destination forecast included gusty wind conditions but high ceilings and good visibility. Wind conditions were well within crosswind limitations during the flight planning stage. Enroute to destination wind condition deteriorated prompting consultation with Dispatch. The conclusion was that if conditions didn't improve when the flight was equidistant to alternate and destination we would divert to alternate. Conditions did improve and Dispatch advised aircraft were landing at our destination. Deliberations were made for a potential divert to a new alternate and fuel burns were related from Dispatch. I decided to continue to our destination.Weather in the descent was moderate turbulence in non-convective rain. During vectors to the approach another Airbus went missed approach and diverted to a nearby airport. On approach we received a predictive windshear warning and the First Officer conducted the appropriate go-around procedure. I told Tower we were initiating a missed approach [and] that I was declaring an emergency due to low fuel and we were diverting to a nearby airport. Enroute to the airport was extremely labor intensive and it took some effort to locate the airport's charts. Time was compressed. I took the airplane from the First Officer who was doing a superior job but it looked like he needed a break. [We had] moderate chop/light turbulence and icing enroute. We were vectored below the weather; found the airport and flew a visual approach.Diverting to a relatively small general aviation field with no Tower and limited services in the middle of the night proved to be a daunting proposition. We had several conflicting issues and priorities. Time was of the essence as we were approaching 12 hours on duty and needed to be SOMEWHERE in less than 14 hours of duty. The Airport Operations personnel advised limited facilities and no bathrooms. Dispatch advised no hotel rooms in the area and no transportation to original destination. Weather at our original airport was not improving. Decided to fuel up with enough gas to go to original destination and divert to a third airport. By the time we got gas it was too late to fly and I was getting fatigued. [I] told Dispatch to develop a flight plan directly to the third airport and weight and balance data and takeoff data. This took time as did dealing with fuelers; flight attendants and passengers.Our divert happened in the 11th hour of duty day. The divert was an extremely labor intensive situation. On the ground I had many things to consider and many distractions. Weather at our planned destination; fueling difficulties at our divert station; passenger considerations; the flight attendants; mountainous terrain; the dark of night and fatigue.Because I was conscious of our 14 hour duty limitation I called the crew desk on my cell phone. I needed an accurate departure time from the crew desk that would keep us legal and under the 14 hour limit. My first call was put on hold for an extremely long period of time. I had other priorities that required my attention. My second call was even more disappointing. The scheduler I spoke with gave me a time that just didn't add up. I was quoted a XA:47 departure to keep us legal. I didn't have confidence in this assertion; so the First Officer and I put everything on hold while we calculated a necessary departure time of XA:22. We departed at XA:17 from the general aviation airport to a new airport. We arrived there with just moments to spare in our effort to remain within 14 hours of duty. The crew desk estimate was wrong.This was either incompetence or deliberate dishonesty. Either way; the crew desk put the crew and passengers at risk. These crew duty limitations are there for a reason: SAFETY! I will never trust the crew desk again.

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.