Medium Transport
Flight Crew Air Transport Pilot (ATP)
Inflight Event / Encounter Fuel Issue; Inflight Event / Encounter Weather / Turbulence
Air Traffic Control Issued Advisory / Alert; Air Traffic Control Provided Assistance; Flight Crew Diverted
Company Policy; Weather
We were dispatched to ZZZ with an ETA of XH06. At our time of departure; the TAF at ZZZ read as follows:XYXA26 XYXA/XXXG 34005KT P6SM OVC007FMXYXF00 34004KT P6SM SCT012 SCT120FMXYXH00 29010KT P6SM SCT020 SCT050FMXXXN00 30006KT P6SM VCSH BKN015 OVC050FMXXXT00 VRB05KT 6SM -SHRA BR SCT010 OVC015FMXXXE00 VRB05KT 6SM BR BKN015Based on our ETA; no alternate was required; but I decided to monitor the ZZZ weather en route in case we needed to develop a contingency plan. As we proceeded to ZZZ; METAR reports indicated low ceilings persisting at ZZZ. We also received a TAF en route that indicated deteriorating weather at ZZZ; so I sent a free text to dispatch requesting an alternate. Dispatch added an alternate of ZZZ1 and we amended the paperwork accordingly. I also elected to reduce our cruising speed to long range cruise in an effort to save fuel. As we drew closer to ZZZ; METAR reports indicated improving weather. The last two METAR reports we received prior to arrival read as follows:ZZZ 10XF06Z 00000KT 7SM SCT005 BKN250 17/14 A3004 RMK AO2 T01670139ZZZ 10XF51Z 19003KT 10SM FEW005 FEW160 BKN200 BKN250 19/13 A3004 RMK AO2 SLP171 T01890133 10189 20144 50009Based on these reports; I planned to execute a visual approach backed up with the RNAV approach to runway 27. At that time; all other aircraft were landing successfully at ZZZ. As we began the final approach segment; [an] aircraft ahead of us on the approach indicated that they were going missed. We continued the approach down to minimums; but also had to execute a missed approach. We completed the go-around procedures and checklists; and I notified the Flight Attendants (FA) and made an announcement to the passengers. At this time; I believe we had around 3600 lbs. of fuel aboard. Based on the weather information we had and our low fuel status; I decided that the safest course of action was to attempt the ILS to runway 9 ZZZ. As we were being vectored on to the approach; the tower reported wind was 290 at 10KT; which we determined was within the tailwind limitation for the aircraft. Given the tailwind; I elected to conduct a flaps full approach in order to minimize the landing distance required. As we began the final approach segment; the tower issued a wind report of 300 at 13G17KT; which is well outside the tailwind limitation. At that time; we decided to discontinue the approach and proceed to the alternate of ZZZ1; and declared minimum fuel. Since we were west of ZZZ at the time; I suspected that from our present position ZZZ2 might be closer than ZZZ1. The First Officer (FO) checked the weather at ZZZ2 and found that it would allow us to land; so we queried ATC as to which airport was closer. ATC said that ZZZ2 was closest to us; so we elected to go there instead of ZZZ1. I notified dispatch of our intentions; and the dispatcher suggested we land at ZZZ3; as it was 30NM closer to our position than ZZZ2. We checked the weather at ZZZ3 and found it acceptable; so we elected to go there and declared [minimum] fuel. I notified dispatch of our intention to land at ZZZ3; and they coordinated with ZZZ3 operations; and provided us with weather and NOTAMS. I briefed the flight attendants that we would be conducting a [minor emergency] and landing in ZZZ3; and made a PA to inform the passengers of the diversion. While just outside of LEMON at 2400 feet and intercepting the glide path for the ILS 20R ZZZ3; the tower issued a low altitude alert; but we had captured the glide slope. The FO informed the tower of this. We conducted a successful ILS approach to Runway 20R at ZZZ3 and landed without incident. We arrived at the gate in ZZZ3 with 1450 lbs. of fuel aboard.
Air Carrier Captain reported a missed approach due to weather which ultimately resulted in a diversion due to low fuel.