EMB ERJ 170/175 ER/LR
Flight Crew Air Transport Pilot (ATP)
Time Pressure; Situational Awareness; Workload; Communication Breakdown; Confusion
Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Weather / Turbulence; Inflight Event / Encounter Fuel Issue
Air Traffic Control Issued Advisory / Alert; Air Traffic Control Issued New Clearance; Flight Crew Diverted; Flight Crew Landed As Precaution; Flight Crew Requested ATC Assistance / Clarification; General Flight Cancelled / Delayed
Human Factors; Weather; Company Policy
I was the Captain and PM during this flight. We were descending via the arrival. Due to some enroute deviation for weather; we were anticipating landing with 3700lb at ZZZ. As weather started moving into the ZZZ area; ATC began issuing us vectors off route and started giving holding instructions to other aircraft on the arrival. ATC began rerouting aircraft to a north arrival for which I determined that we didn't have enough fuel to accept. As the off route vectors continued I queried ATC about holding for us. I was developing a diversion plan for ZZZ1 and working on our BINGO fuel and trying to get the weather for ZZZ1. During this time the FO was flying the aircraft; navigating through cells. I told Dispatch via ACARS that we needed a diversion alternate. We got no reply from Dispatch. I declared MIN FUEL when we were projecting 3000 LBS FOB at ZZZ. At which time Approach told us it would be approximately an hour before they could accept us. At that time I made the decision to turn to ZZZ1. As we made the turn we realized we would be landing with ~2000 LBS FOB at ZZZ1. I felt that in the interest of safety I needed a closer airport and with ATCs assistance decided on ZZZ2 due to runway length; weather; and proximity. Throughout the entire time once we began receiving delay vectors; we were not able to reach Dispatch through ACARS or radio. I decided that if I was going to land at ZZZ1 with 2000 LBS FOB; then I would be declaring an emergency and if I declared an emergency; I would never overfly a suitable airport. I understand that ZZZ2 is not in our Ops Specs; but I deemed it the safest option at the time. I could not see where the weather was in relation to ZZZ1 and was unwilling to risk flying there only to meet significant weather. We were handed off to Center who gave us the Unicom frequency at ZZZ2. The Tower was closed at the time and we made multiple calls to Unicom during the visual approach. The FO landed the aircraft at ZZZ2 without incident. On the ground there was some difficulty getting in contact with the airport authorities and getting the aircraft fueled; but the majority of the time was spent waiting on the weather to pass through the area so that fueling could resume. Additionally; there were complications with the fueling due to the Fueler not having experience with our aircraft. Dispatch paperwork and ZZZ2 charts were sent via email to my company iPad and shared with FO. On the ground at ZZZ2; I was in constant communication with Dispatch via cell phone and we were developing a plan to avoid breaking DOT TDP limitations. A cell passed through the area at around 1 hour after landing which prevented us from attempting fueling for 40-50 minutes. We opened the Tarmac Delay Kit around 2 hours after landing. ZZZ2 Tower was working to find airstairs in the event we needed to deplane. At 2.5 hours after landing; we determined that we needed to have means to deplane the passengers if any wanted to leave. Tower had arranged for airstairs but we still had no transportation / shelter arrangements for passengers should they deplane. The fueling was accomplished properly with coordination with Maintenance Control and the local fuel service. Initially there was a fuel imbalance of approximately 3000 LBS upon completion of fueling; but through Maintenance Control we accomplished a fuel transfer procedure that rectified the imbalance. The fueling was completed around 2.5 hours and the imbalance was rectified. I made the announcement around after landing that if passengers wanted to deplane we would accommodated that; but we were also 20 minutes from taking off - as we had the fuel on board and we were ready to proceed. No passengers elected to deplane at that time. We started engines; took off and proceeded to ZZZ without any further difficulties. The rest of the crew did an outstanding job. The FO flew well and was able to manage multiple tasks while I was off frequency and trying to develop our diversion plan. His judgment and communication was absolutely essential to the safe outcome of the flight. The passengers were pleasant; supportive and understanding throughout the whole ordeal and I attribute that directly to the two outstanding flight attendants we had. They took great care of the passengers and remained calm; patient; and professional. For all my flights into ZZZ; I will be increasing my personal minimums for fuel requirements when weather is in the area and will require having enough fuel to fly to ZZ1 or ZZZ3 - regardless if an alternate is legally required. I will also be more proactive in contacting Dispatch for weather updates when weather is moving into the area. If I don't receive contact from Dispatch in a timely manner; I will begin planning for diversion sooner. I will try and maintain situational awareness of the on-line airports in the area; and believe that it's almost impossible to determine what airports are 'On-line' airports when you are in short range diversion planning. As soon as they mentioned holding; I started planning on ZZZ1; knowing it was On Line and as soon as I realized we would land there with 2000 LBS FOB; I knew we had to make another plan.
I was the First Officer. The Captain did his briefing at the gate in [departure airport]. I noticed at the time and said the fuel is on the low side of approximately 17.9 and I did notice that we were not assigned an alternate. The flight progressed normally apart from a slight delay from the inbound plane; and conversations between the Captain and a passenger who had checked his bag with his laptop in it. But after these events the flight continued normally. We had a message from dispatch that there were thunderstorms/buildups ahead at least 2 hours into the flight. We used the weather radar for the remainder of the flight and deviated around big buildups. I looked at the ATIS for ZZZ and the arrival conditions looked favorable and they were indicating southerly landings. I loaded [runway] into the MCDU. On arrival we went through serious buildups with light to moderate chop. ATC told us to make a right 360 for spacing. After completing this maneuver; ATC informed us that ZZZ had shut and ask us to indicate our intentions. I personally glanced down and noticed the fuel display to be about 3000 pounds total. I typed to dispatch that ZZZ was not taking arrivals for at least an hour. The Captain was looking at options to land. There were communications of Airplanes diverting and going different routes to ZZZ. However; after putting these routes into the MCDU the fuel remaining at destination was very low. We received an ACARS message to go to ZZZ1 but Dispatch indicated we would need 1700 pounds to get to ZZZ1 via ZZZ VOR. To get to ZZZ VOR would obviously take fuel and we could not have gone a straight line distance due to the Thunderstorms. The fuel remaining for ZZZ VOR to ZZZ1 would have been very low. The Captain at this point asked ATC for options around where we were. They gave a couple which included ZZZ2. Information about this airfield was read to us. The Captain entered the information and set up for an approach. I sent an ACARS to Dispatch that our intentions were to go to ZZZ2. At some point a message from Dispatch appeared saying ZZZ2 was not in our ops specs. The messages to and from Dispatch were very slow. This caused me personal frustration because usually the service is outstanding. An approach was made with ATC and then advisory frequency to ZZZ2. The weather at the field at that time was VFR. I noticed the runway length. I made a positive placement and put on the brakes firmly. The Captain taxied the aircraft off the runway. The Captain spoke with the Tower and gave us progressive taxi instructions to the FBO to bring the aircraft to a stop and contact Company personnel. We both noticed quickly that the entrance/Taxiway to the FBO was narrow so the Captain taxied the airplane 180 and brought the aircraft to a stop on the taxiway. Both engines were shut down and the parking checklist was completed. That is when I noticed the fuel on both sides was yellow - approximately 2000 pounds on board. The Captain became very busy speaking with company. I was talking with Tower and told them that the Captain was speaking with Company. The Company told us we would need approximately 9100 pounds of fuel. A fueler truck turned up along with security and a fire truck. Later other vehicles arrived. Then the weather got very bad with thunder and lightning directly over the field. The process stopped anything happening for approximately 2 hours. Meanwhile the Captain was liaising with Company which included Dispatch; Director of Operations; Scheduling; Maintenance; and others. Charts; numbers and a new flight release for a flight to ZZZ were sent via email.Once the lightning moved through the area; fueling began again. However; fuel was pumped more into one side than the other so the Captain spoke with Maintenance and this problem was rectified. The door was never opened. We ran the tarmac delay process - Drinks were offered and bars were opened. This was confirmed with Dispatch. I got the clearance; programmedthe MCDU and got the aircraft ready for flight. The Aircraft was set up and Passengers were seated. We prepared for departure. A decision was taken to use no flex. Subsequently a normal departure from ZZZ2 and flight occurred without incident to ZZZ. A thorough discussion of weather TAFs and METARs at destination.Thorough communications between Dispatch and Aircraft.As much notice as possible of intended closures of airports.Maybe on this occasion a diversion to ZZZ4 for example would have been advantageous.
The flight approached a low fuel situation when weather moved into the vicinity of the destination airport. They declared minimum fuel; but the airport closed. They diverted to a nearby non-operation specifications airport; refueled; and proceeded to the original destination. An alternate airport was not required prior to departure.