A B757 was dispatched with sufficient fuel but unscheduled weather and the glideslope failing made an approach not legal. As they flew to the alternate; arrival fuel dropped to 3;000 LBS so an emergency was declared and they landed at a nearby diversion airport.
Synopsis
A B757 was dispatched with sufficient fuel but unscheduled weather and the glideslope failing made an approach not legal. As they flew to the alternate; arrival fuel dropped to 3;000 LBS so an emergency was declared and they landed at a nearby diversion airport.
Narrative
Descending for our destination we were told we would have to hold and asked what altitude we wanted. We were at 17;000 and asked to stay there. That was not possible and we were given further descent to 8;000 (max holding altitude as published). We were also told the glide slope was out; localizer only. Winds were strong out of the north and needed 1 1/2 mile visibility. I called Operations as the First Officer informed Approach we would need to divert to our alternate. I informed Dispatch that the glide slope was out and we did not have minimums for the approach and were going to the alternate. They asked me to wait and then started reading me weather for the destination that was different than what was being reported to us by the ground observer. They seemed to want to argue about the weather. I told them that for the safety of the passengers and myself I was proceeding to the alternate and that we had 5.8 on the fuel. I was then asked if I couldn't take a look see on the approach. I asked if they were asking me to violate FAR's and shoot an approach to an airport reporting weather below minimums. We were handed off to Center and they gave us holding instructions. I declared minimum fuel and advised unable to hold. We were given new routing and a climb to 17;000 where we were held for awhile. We then climbed to FL330. We saw that there were other airports closer than our filed alternate that might be better options; one being very nearby. We pulled up the ATIS and weather looked good. I called Dispatch to request the nearby diversion airport informing them that we were looking at arrival fuel of 1.5 at the alternate and was denied. They said they wanted us at the planned alternate and something about a curfew at the diversion airport. As we were approaching that airport at FL330 Dispatch called and said if we declared a fuel emergency we could divert. I told them I had already done that; the low fuel light was on; we had 2.1 on the fuel and were a little busy. I said I would call them on the ground. We blocked in with 1.4 on the gauge. I would like to add that the low fuel light came on while speaking to Dispatch. We immediately contacted Center for descent to land which was just ahead of us. We where both very busy descending and preparing to land ASAP that we did not use the QRH prior to landing.
Second reporter narrative
Departed minimum fuel for flight plus a few hundred kilos. Flight was operated as dispatched until arriving in destination terminal area. Unable to land due to low visibility; due to heavy rains and severe thunderstorms and glide slope out for landing runway. Established holding. Requested to hold at altitude to conserve fuel. Assigned holding at 8;000 FT. When weather did not improve decision was made to proceed to alternate. Delays in coordinating clearance and receiving climb clearance contributed to increased fuel burn. Requested Dispatch to coordinate change of alternate to a closer airport. Told by Dispatch to continue to original alternate designated in flight plan due to curfew at the divert airport. Decision was made by flight crew to declare emergency and land. Due to time constraints and cockpit workload; the QRH procedures were not completed. Although the destination weather at the time of dispatch was acceptable; an increase in the fuel load may have prevented this incident. The Flight Operations team has instilled the perception among the line pilots that the addition of discretionary fuel is strongly discouraged and that there may be retribution for adding fuel.
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Source: NASA Aviation Safety Reporting System (public domain). Reports are voluntary submissions and are not verified by NASA.