Narrative:

We single engine taxied to the de-ice pad after a discussion that since we knew weather in ZZZ was degraded and since there was no issue with takeoff weight; the more fuel we had the better. Departure was normal and so was the enroute section of the flight. ATC asked us to speed up a little bit in flight that did increase our fuel consumption. At that time we were not aware that there was any type of holding in ZZZ. Periodically in flight we checked the weather in ZZZ and it never got worse than light snow. As we approached ZZZ2; we heard other aircraft begin to get holding instructions. Nobody was given more than 10 minutes in the hold. When ATC gave us our hold instructions we were still 10 minutes from ZZZ2. Along with our holding instructions; they informed us that airspeed was our discretion. I reduced speed to 250 KTS in order to save fuel and also because our efc we only expected to hold for 10 minutes. When we entered the hold over ZZZ2 I slowed to 210; which was approximately the minimum drag speed off the chart in the QRH. We turned outbound and as we were abeam ZZZ2; ATC told us to continue our outbound leg and they would call our turn in. During this time we briefed a CAT ii ILS for 12L as the weather was right at 1/2 mile visibility; but with no RVR reports on the ATIS; we assumed that the RVR was still pretty good. As we approached ZZZ we were told to expect 12L. At this time we did discuss options if we had to go around; where we would go and how many approaches we may be able to do. The final for 12L was out past zzzzz. The approach went well until we got to the final approach fix. The aircraft landing in front of us missed the first taxiway they were assigned. During that time the tower controller asked another aircraft to line up and wait. On a 3 mile final the separation got too close and the tower controller canceled our approach clearance and gave a turn to the north and a climb to 4;000 ft. Our missed approach instructions took us to the north and away from our alternate.the missed went as well as unplanned missed approaches go. After taking care of the aircraft the captain contacted dispatch and started to talk to them about where we should go. I informed ATC that we were looking at fuel issues and that if they could get us in any sooner; that would be better than going out past zzzzz again. At the time we decided that we would try one more approach we had 2;900 pounds of fuel on board. Planned altitude fuel was 998 pounds. We did our best to fly clean and conserve as much fuel as we could. The second approach was briefed as a CAT I because we were worried that with only one thrust reverser operative and braking action being reported as fair; that it would be better off without the limitations imposed by a CAT ii. Approaching the final approach fix; ATC started giving missed approach instructions to aircraft that were in front of us. Then they gave us a turnout to the north and and told us to climb to 5;000. At that time we informed them that we were going to our alternate. We had 2;400 pounds of fuel on board at that time. ATC had us fly north and east during our initial climbout. We then told them that we were in a minimum fuel situation and needed to start heading in the direction of our alternate. I flew at 210 KTS which was roughly the minimum drag speed and we asked for 17;000 for the flight down to our alternate. We knew that the winds would be at our tail roughly 20 KTS up there as opposed to 8 KTS at our current altitude. Once we had less than 2;000 pounds of fuel we decided that we should declare a fuel emergency with ATC. I kept the aircraft high going in to our alternate and we setup for the ILS 18. Weather in our alternate had gone from 9 SM visibility and 9;000 broken to light snow and I can't remember the visibility; but it was coming down. We landed without further incident. Fuel on landing was 1;200 pounds. We taxied onto the ramp and called operations on the radio. They were unaware that we were coming and had to get everything together in order to accommodate us. After about 45 minutes on the ramp and multiple calls to dispatch; duty managers; and scheduling; we decided that it would be best if we did not try and continue on to ZZZ.the weather; ATC and our own fatigue all contributed to this situation. ZZZ tower always tries to put airplanes too close together. Our schedule made it very difficult to operate with any type of delays. We ended up flying 9:03 that day. Too much for the last day of 5 in a row. Fatigue was definitely an issue.

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Original NASA ASRS Text

Title: CRJ200 First Officer reports holding due to weather arriving ZZZ. Then a missed approach due to aircraft on the runway. A second missed approach ensues at Tower direction; and the crew diverts to their alternate after declaring a fuel emergency.

Narrative: We single engine taxied to the de-ice pad after a discussion that since we knew weather in ZZZ was degraded and since there was no issue with takeoff weight; the more fuel we had the better. Departure was normal and so was the enroute section of the flight. ATC asked us to speed up a little bit in flight that did increase our fuel consumption. At that time we were not aware that there was any type of holding in ZZZ. Periodically in flight we checked the weather in ZZZ and it never got worse than light snow. As we approached ZZZ2; we heard other aircraft begin to get holding instructions. Nobody was given more than 10 minutes in the hold. When ATC gave us our hold instructions we were still 10 minutes from ZZZ2. Along with our holding instructions; they informed us that airspeed was our discretion. I reduced speed to 250 KTS in order to save fuel and also because our EFC we only expected to hold for 10 minutes. When we entered the hold over ZZZ2 I slowed to 210; which was approximately the minimum drag speed off the chart in the QRH. We turned outbound and as we were abeam ZZZ2; ATC told us to continue our outbound leg and they would call our turn in. During this time we briefed a CAT II ILS for 12L as the weather was right at 1/2 mile visibility; but with no RVR reports on the ATIS; we assumed that the RVR was still pretty good. As we approached ZZZ we were told to expect 12L. At this time we did discuss options if we had to go around; where we would go and how many approaches we may be able to do. The final for 12L was out past ZZZZZ. The approach went well until we got to the final approach fix. The aircraft landing in front of us missed the first taxiway they were assigned. During that time the Tower Controller asked another aircraft to line up and wait. On a 3 mile final the separation got too close and the Tower Controller canceled our approach clearance and gave a turn to the north and a climb to 4;000 FT. Our missed approach instructions took us to the north and away from our alternate.The missed went as well as unplanned missed approaches go. After taking care of the aircraft the Captain contacted Dispatch and started to talk to them about where we should go. I informed ATC that we were looking at fuel issues and that if they could get us in any sooner; that would be better than going out past ZZZZZ again. At the time we decided that we would try one more approach we had 2;900 LBS of fuel on board. Planned ALT fuel was 998 LBS. We did our best to fly clean and conserve as much fuel as we could. The second approach was briefed as a CAT I because we were worried that with only one thrust reverser operative and braking action being reported as fair; that it would be better off without the limitations imposed by a CAT II. Approaching the final approach fix; ATC started giving missed approach instructions to aircraft that were in front of us. Then they gave us a turnout to the north and and told us to climb to 5;000. At that time we informed them that we were going to our alternate. We had 2;400 LBS of fuel on board at that time. ATC had us fly north and east during our initial climbout. We then told them that we were in a minimum fuel situation and needed to start heading in the direction of our alternate. I flew at 210 KTS which was roughly the minimum drag speed and we asked for 17;000 for the flight down to our alternate. We knew that the winds would be at our tail roughly 20 KTS up there as opposed to 8 KTS at our current altitude. Once we had less than 2;000 LBS of fuel we decided that we should declare a fuel emergency with ATC. I kept the aircraft high going in to our alternate and we setup for the ILS 18. Weather in our alternate had gone from 9 SM visibility and 9;000 broken to light snow and I can't remember the visibility; but it was coming down. We landed without further incident. Fuel on landing was 1;200 LBS. We taxied onto the ramp and called Operations on the radio. They were unaware that we were coming and had to get everything together in order to accommodate us. After about 45 minutes on the ramp and multiple calls to Dispatch; Duty Managers; and Scheduling; we decided that it would be best if we did not try and continue on to ZZZ.The weather; ATC and our own fatigue all contributed to this situation. ZZZ Tower always tries to put airplanes too close together. Our schedule made it very difficult to operate with any type of delays. We ended up flying 9:03 that day. Too much for the last day of 5 in a row. Fatigue was definitely an issue.

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.