Citationjet (C525/C526) - CJ I / II / III / IV
Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP); Flight Crew Flight Instructor
Flight Crew Last 90 Days 90; Flight Crew Total 4500; Flight Crew Type 500
Situational Awareness; Workload; Time Pressure
Inflight Event / Encounter Fuel Issue; Inflight Event / Encounter Weather / Turbulence
Air Traffic Control Provided Assistance; Flight Crew Landed in Emergency Condition; Flight Crew Requested ATC Assistance / Clarification; Flight Crew Diverted
Human Factors; Weather
I filed a flight plan to ZZZ1; with a required alternate of ZZZ2. I departed with 3;100 LBS of fuel; requiring only 2;900 to make my alternate and 45 minute cruising time. Upon arrival in ZZZ1 class C airspace; I was informed that the RVR had dropped to 1;200. I asked to hold; and was told to hold at [navigational aid]; which I did. After 2 turns in holding at 5;000 MSL; I asked to climb to 12;000 for fuel conservation. I elected not to divert to my alternate of ZZZ2 because ZZZ3 (which I was holding over) has an LPV approach; and was reporting 6 SM visibility. I was able to see the runway lights and beacon at ZZZ3 with each turn in holding. After approximately 30 minutes of holding; I noticed that there was a reduction in visibility at ZZZ3 (I could still see the beacon and runway lights; but with less clarity); and checked the AWOS there. It was reporting 2 SM visibility.I then decided to attempt to land at ZZZ3 before the weather deteriorated any further. I attempted the RNAV Runway XX there; but had to go missed. I then requested vectors to ZZZ4; and began to set up for the approach there; however; their AWOS showed 1/4 SM visibility. With approximately 30 minutes of fuel left; I realized I had boxed myself into a very bad situation. I am very familiar with the ILS XX at ZZZ1; and elected to [advise ATC of minimum fuel] and attempt the ILS there. The RVR was reported to be 1;600; but I was essentially out of options. I landed successfully; and was escorted to the ramp by airport operations.I will never hold for more than 2 turns before diverting again. I believed that the weather would clear (the RVR would bounce from 1;000 to 1;600 at ZZZ1); but should have erred on the side of caution and proceeded to ZZZ2. I was emboldened to stay in holding because of the weather at ZZZ3.
A Cessna Citation pilot reported having to advise ATC of minimum fuel due to deteriorating weather conditions at the destination airport; which necessitated several holding patterns and a missed approach at an alternate airport.