Narrative:

June I was operating flight from lga to bos. After takeoff the flight was given radar vectors to remain to the east of an extensive cold front moving southeast. In the boston area I was given radar vectors for an ILS approach to runway 33L. The boston WX was VFR with winds 320 at 45 KTS and the cold front was visable over the city of boston. The aircraft was established on the ILS at 4000', 160 KTS, flaps 15 and I commenced descent on the G/south. During descent from 2000' to 1500' the airspeed increased from 160 KTS to 195 KTS at idle thrust. At this point I elected to abandon the approach, I was given radar vectors at 10000' between boston and providence in visibility flight conditions southeast of the cold front. During the next 25 mi I attempted communications with company flight control new york for diversion coordination. I was concerned that proceeding to my filed alternate montreal would require penetrating or circumnaving the cold front. Communication with ny flight control was finally established via phone patch. During this time the boston airport had closed due to high winds. Ny flight control proposed I divert the flight to bangor. My fuel on board was 12700 pounds. Due to the difficult communications I could not determine to what extent I would have to circumnav the front creating a potential inadequate fuel on board situation. Providence airport was still in VFR conditions, however the front was approaching rapidly. After contacting providence tower and identing the flight, I obtained field elevation, runway length, limitations, obstructions, wind, and other pertinent information. I determined that the aircraft could safely land there and decided that to be the most prudent action. After landing my flight control faxed fueling instructions, weight and balance, NOTAMS and a dispatch release to me via FBO offices in providence. After frontal passage the boston and providence WX was 5000' broken and the boston airport had reopened. Takeoff computations were completed using the aircraft operating manual and the flight continued to boston. Supplemental information from acn 180918. Pud is not listed as a regular, alternate, provisional, fueling, off line, or emergency field. I suggest consideration be given to including pud as authority/authorized airport based on our experience of flight june 1991.

Google
 

Original NASA ASRS Text

Title: ACR LGT DIVERTED TO AN UNAUTH ALTERNATE AFTER A MISSED APCH TO BOS.

Narrative: JUNE I WAS OPERATING FLT FROM LGA TO BOS. AFTER TKOF THE FLT WAS GIVEN RADAR VECTORS TO REMAIN TO THE E OF AN EXTENSIVE COLD FRONT MOVING SE. IN THE BOSTON AREA I WAS GIVEN RADAR VECTORS FOR AN ILS APCH TO RWY 33L. THE BOSTON WX WAS VFR WITH WINDS 320 AT 45 KTS AND THE COLD FRONT WAS VISABLE OVER THE CITY OF BOSTON. THE ACFT WAS ESTABLISHED ON THE ILS AT 4000', 160 KTS, FLAPS 15 AND I COMMENCED DSNT ON THE G/S. DURING DSNT FROM 2000' TO 1500' THE AIRSPD INCREASED FROM 160 KTS TO 195 KTS AT IDLE THRUST. AT THIS POINT I ELECTED TO ABANDON THE APCH, I WAS GIVEN RADAR VECTORS AT 10000' BTWN BOSTON AND PROVIDENCE IN VIS FLT CONDITIONS SE OF THE COLD FRONT. DURING THE NEXT 25 MI I ATTEMPTED COMS WITH COMPANY FLT CTL NEW YORK FOR DIVERSION COORD. I WAS CONCERNED THAT PROCEEDING TO MY FILED ALTERNATE MONTREAL WOULD REQUIRE PENETRATING OR CIRCUMNAVING THE COLD FRONT. COM WITH NY FLT CTL WAS FINALLY ESTABLISHED VIA PHONE PATCH. DURING THIS TIME THE BOSTON ARPT HAD CLOSED DUE TO HIGH WINDS. NY FLT CTL PROPOSED I DIVERT THE FLT TO BANGOR. MY FUEL ON BOARD WAS 12700 LBS. DUE TO THE DIFFICULT COMS I COULD NOT DETERMINE TO WHAT EXTENT I WOULD HAVE TO CIRCUMNAV THE FRONT CREATING A POTENTIAL INADEQUATE FUEL ON BOARD SITUATION. PROVIDENCE ARPT WAS STILL IN VFR CONDITIONS, HOWEVER THE FRONT WAS APCHING RAPIDLY. AFTER CONTACTING PROVIDENCE TWR AND IDENTING THE FLT, I OBTAINED FIELD ELEVATION, RWY LENGTH, LIMITATIONS, OBSTRUCTIONS, WIND, AND OTHER PERTINENT INFO. I DETERMINED THAT THE ACFT COULD SAFELY LAND THERE AND DECIDED THAT TO BE THE MOST PRUDENT ACTION. AFTER LNDG MY FLT CTL FAXED FUELING INSTRUCTIONS, WEIGHT AND BALANCE, NOTAMS AND A DISPATCH RELEASE TO ME VIA FBO OFFICES IN PROVIDENCE. AFTER FRONTAL PASSAGE THE BOSTON AND PROVIDENCE WX WAS 5000' BROKEN AND THE BOSTON ARPT HAD REOPENED. TKOF COMPUTATIONS WERE COMPLETED USING THE ACFT OPERATING MANUAL AND THE FLT CONTINUED TO BOSTON. SUPPLEMENTAL INFO FROM ACN 180918. PUD IS NOT LISTED AS A REGULAR, ALTERNATE, PROVISIONAL, FUELING, OFF LINE, OR EMER FIELD. I SUGGEST CONSIDERATION BE GIVEN TO INCLUDING PUD AS AUTH ARPT BASED ON OUR EXPERIENCE OF FLT JUNE 1991.

Data retrieved from NASA's ASRS site as of July 2007 and automatically converted to unabbreviated mixed upper/lowercase text. This report is for informational purposes with no guarantee of accuracy. See NASA's ASRS site for official report.