Narrative:

Our aircraft had a left fuel gauge deferred inoperative. We received the fuel sheet and completed the calculations to confirm required fuel on board. The maintenance release also listed flight crew steps that were to be accomplished. We read through and accomplished the required steps. We departed the gate; but then incurred another mechanical issue; specifically a right elev PCU status message. We sent multiple messages to dispatch and maintenance control but after some time we still had not received a response from either. Local maintenance then advised us to return to the gate. While local maintenance worked through the problem we determined we needed to refuel back up to the cleared value and added 262 gallons to bring us back to the required level. We received another fuel sheet and again completed the required flight crew steps listed on the maintenance release. About an hour or two into the flight dispatch contacted us about the fuel. They had discovered the fuelers had not used the dripstick method to confirm the known quantity of fuel on board. Although we all agreed the correct amount of fuel was on board there was concern about the missing dripstick readings. We decided to stop enroute to confirm fuel on board. Dispatch coordinated this with the station. Communication with dispatch and maintenance was difficult. This was due to very scratchy and weak company radio frequencies. Just as we were about to start our descent dispatch again contacted us and requested we go to ZZZ; a [company domicile] instead. This was due to the concern that the flight crew might incur a contractual duty time problem. Again communication was difficult due to weak signals. I questioned the decision to change the destination at the last minute and informed dispatch that; due to the original fuel issue; the safest course of action would be to continue to our originally planned stop. We were just beginning our descent and were already too high and had to use speedbrakes on most of the descent to get down. This concern of duty time limits greatly added to our workload for the current phase of flight. The approach and landing were uneventful. Over ACARS maintenance asked us to check the fueling panel on the lower right wing for an orange deferred decal and number. I determined there was no deferred decal on or in the fuel panel. It should also be noted that; during the preparation for descent; I was reviewing the diversion guide in the fom on my ipad; relying on it for real time information and; as I was reading; it crashed; returning to the home screen and requiring me to reenter the password to get back in. Not the best time for this to happen.

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Original NASA ASRS Text

Title: Dispatched with a deferred left main tank fuel gage the flight crew of a B757 encountered bookeeping issues that required an enroute stop to have the fuel on board checked via drip stick readings.

Narrative: Our aircraft had a left fuel gauge deferred inoperative. We received the fuel sheet and completed the calculations to confirm required fuel on board. The maintenance release also listed flight crew steps that were to be accomplished. We read through and accomplished the required steps. We departed the gate; but then incurred another mechanical issue; specifically a R ELEV PCU status message. We sent multiple messages to Dispatch and Maintenance Control but after some time we still had not received a response from either. Local Maintenance then advised us to return to the gate. While local Maintenance worked through the problem we determined we needed to refuel back up to the cleared value and added 262 gallons to bring us back to the required level. We received another fuel sheet and again completed the required flight crew steps listed on the maintenance release. About an hour or two into the flight Dispatch contacted us about the fuel. They had discovered the fuelers had not used the dripstick method to confirm the known quantity of fuel on board. Although we all agreed the correct amount of fuel was on board there was concern about the missing dripstick readings. We decided to stop enroute to confirm fuel on board. Dispatch coordinated this with the station. Communication with Dispatch and Maintenance was difficult. This was due to very scratchy and weak company radio frequencies. Just as we were about to start our descent Dispatch again contacted us and requested we go to ZZZ; a [company domicile] instead. This was due to the concern that the flight crew might incur a contractual duty time problem. Again communication was difficult due to weak signals. I questioned the decision to change the destination at the last minute and informed Dispatch that; due to the original fuel issue; the safest course of action would be to continue to our originally planned stop. We were just beginning our descent and were already too high and had to use speedbrakes on most of the descent to get down. This concern of duty time limits greatly added to our workload for the current phase of flight. The approach and landing were uneventful. Over ACARS Maintenance asked us to check the fueling panel on the lower right wing for an orange deferred decal and number. I determined there was no deferred decal on or in the fuel panel. It should also be noted that; during the preparation for descent; I was reviewing the diversion guide in the FOM on my iPad; relying on it for real time information and; as I was reading; it crashed; returning to the home screen and requiring me to reenter the password to get back in. Not the best time for this to happen.

Data retrieved from NASA's ASRS site as of July 2013 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.