B737 Undifferentiated or Other Model
Flight Crew Air Transport Pilot (ATP)
Flight Crew Last 90 Days 186
ATC Issue All Types; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance; Inflight Event / Encounter Weather / Turbulence; Inflight Event / Encounter Unstabilized Approach; Inflight Event / Encounter Fuel Issue
Air Traffic Control Issued New Clearance; Air Traffic Control Provided Assistance; Flight Crew Executed Go Around / Missed Approach
Weather; Human Factors; Procedure
Enroute to KEWR; approximately 175nm south of EWR we were directed by ATC to hold at PALEO Intersection at FL270. While in holding we calculated our bingo fuel. Our bingo was calculated to be 6 minutes after EFC based on diverting to our alternate of PHL from within holding - based on our destination; EWR being closed. At our EFC we were given an updated EFC of [thirty minutes later]. EWR was still closed. At this point the decision was made to divert to PHL.We were cleared to exit holding and given vectors to join the POTTS 2 Arrival for Runway 27R at PHL. About 24 miles from PHL at 6;000 ft on the arrival we were asked by Philadelphia Approach if we'd like to go to EWR as they believed we could be worked in with EWR now open. We said yes. We were then given a vector toward Robinsville VOR (RBV). Immediately after plugging this into the FMC with 6;000 ft as our cruise altitude we decided the fuel burn at that low alt would be insufficient to continue to EWR. We advised ATC that 6;000 as a cruise altitude wouldn't work and they now gave us vectors back to PHL.After again being committed to PHL as our divert; Philadelphia Approach asked us if we we're to be given a higher altitude could we continue to EWR. Once again we programmed the FMC with 7;000 ft as a cruise altitude and the fuel now appeared sufficient to continue to EWR. We mentioned to Philadelphia Approach that if we do accept this; we cannot accept any undue delays or vectors on the way to EWR. We had to be essentially direct EWR. They said our routing would be direct RBV then direct EWR or something very similar to that effect. We were then given a vector toward RBV and a climb to 7;000 ft. Prior to RBV at 7;000 ft we were handed off to NY Approach. NY Approach gave us a vector and told us to expect ILS 4R. We we're then given long vectors and vectored back and forth across the final for 4R at least 3 or 4 times. One of the aircraft ahead of us on approach reported windshear on final and a go around. At this point at least one other aircraft behind them and ahead of us requested a divert to PHL stating low fuel. ATC queried that aircraft asking for fuel until exhaustion. Then ATC asked all other aircraft on the frequency if any other aircraft had low fuel. We responded that we had approximately 1 hour until exhaustion. At this point I believe; but I'm not sure; we became somewhat of a priority with ATC for landing at EWR. We were inbound paralleling the final approach course (FAC) for 4R about 15 nm out. We were paralleling the FAC because of a cell sitting over the field stretching out to around the FAF for 4R. Once we were established on final between 2;000 to 2;500 ft we we're alerted by EWR Tower Controller of a microburst of 30 knots for both 4L and 4R. We initiated an immediate go-around and were given heading 040 to 3;000 ft. As we briefed prior to commencing the approach to 4R at EWR; in the event of a missed approach at EWR we would declare minimum fuel and proceed to JFK. On the missed approach; once established at 3;000 ft and heading 040 we declared minimum fuel and asked ATC to proceed to JFK. ATC then started to issue further climb instructions and unacceptable vectors and it was quickly decided that LGA being closer would be a better divert. We requested LGA with ATC and we were cleared direct LGA at 3;000 ft and told to report the field in sight and cleared for a straight in to Runway 4. At 3;000 ft we were IMC and we requested lower. We we're given a descent to 2;000 ft and at approximately 2;500 ft we acquired the field visually and attempted to configure for landing. Unfortunately we were left high so we initiated a missed approach and First Officer requested a right downwind with Tower for Runway 4 in the LGA traffic pattern and it was granted. After commencing a right crosswind turn; First Officer realized Captain was setting up for right downwind for 31. Turning base for Runway 31; First Officer called to Tower to ensure minimum fuel had been declared and that the runway we were lining up on (31) was clear for us to land on - since First Officer had previously reported the aircraft would be entering a downwind for Runway 4. Tower said something to the effect that we were cleared to land any runway. We landed on Runway 31 with our 45 minute reserve of 3;300 lbs of fuel.
B737 First Officer reported dealing with a low fuel situation when weather affected operations at their destination.