Narrative:

WX diversion due dfw WX. Landed aus, alternate XA14 Z. Directed to hard stand to await a gate slot and had right engine operating. Required about 20 minutes of wait time for other aircraft to move before I settled into my spot on the ramp facing northeast, just north of taxiway a. I was advised by operations that my gate would be vacant in approximately 5 to 10 mins. Apparently more than just refueling and redispatch was in order but I was not aware of the plans for disposition of the act, crew, or passenger at this point. I elected to keep the right engine running for the short wait on the ramp. Due to ramp layout, it was necessary for me to taxi east (straight or slightly right out of the ramp spot) in order for the aircraft from gate to assume my spot on the ramp awaiting his ATC clearance/release for dfw. We were cleared by ground to taxi. We did so and when clear of the other aircraft from gate I taxied to gate. While taxiing my eye caught the fuel quantity gauges as I was concerned about my burn while on the ground. I was surprised to note that the quantity was almost 10,000 pounds higher than when I parked. I assumed a system malfunction and had the first officer check a/B systems, both read the same. Since the aircraft did taxi a bit heavier than when I parked, I realized that we had been fueled while I was parked with 95 passenger aboard, no cockpit contact and all doors closed. I was totally unaware of the event not having been advised to expect refueling, etc. What is even worse is that the truck was connected and pumping fuel when we taxied. The fueler managed to emergency release the hose just prior to my reaching the end of the road. Normally, I would execute a left turn out of this spot to parking. If I had done this, the outcome would probably have been much different and I would probably not be around to scribble down this report. The fueler was employed by a subcontract firm (FBO) who was contracted by my company to help out with the overload from the divisions. Somebody dropped the ball here. I do have a right to know what is going on with my aircraft! I don't normally situation glued to the fuel gauges while parked and no other indication of the event was obvious.

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Original NASA ASRS Text

Title: MLG WAS FUELED WHILE HOLDING FOR A GATE. THIS WAS DONE WITHOUT KNOWLEDGE OF THE CREW AND WITH AN ENGINE RUNNING AND WITH PASSENGERS ABOARD.

Narrative: WX DIVERSION DUE DFW WX. LANDED AUS, ALTERNATE XA14 Z. DIRECTED TO HARD STAND TO AWAIT A GATE SLOT AND HAD RIGHT ENGINE OPERATING. REQUIRED ABOUT 20 MINUTES OF WAIT TIME FOR OTHER ACFT TO MOVE BEFORE I SETTLED INTO MY SPOT ON THE RAMP FACING NE, JUST N OF TXWY A. I WAS ADVISED BY OPS THAT MY GATE WOULD BE VACANT IN APPROX 5 TO 10 MINS. APPARENTLY MORE THAN JUST REFUELING AND REDISPATCH WAS IN ORDER BUT I WAS NOT AWARE OF THE PLANS FOR DISPOSITION OF THE ACT, CREW, OR PAX AT THIS POINT. I ELECTED TO KEEP THE RIGHT ENGINE RUNNING FOR THE SHORT WAIT ON THE RAMP. DUE TO RAMP LAYOUT, IT WAS NECESSARY FOR ME TO TAXI E (STRAIGHT OR SLIGHTLY RIGHT OUT OF THE RAMP SPOT) IN ORDER FOR THE ACFT FROM GATE TO ASSUME MY SPOT ON THE RAMP AWAITING HIS ATC CLRNC/RELEASE FOR DFW. WE WERE CLRED BY GND TO TAXI. WE DID SO AND WHEN CLEAR OF THE OTHER ACFT FROM GATE I TAXIED TO GATE. WHILE TAXIING MY EYE CAUGHT THE FUEL QUANTITY GAUGES AS I WAS CONCERNED ABOUT MY BURN WHILE ON THE GND. I WAS SURPRISED TO NOTE THAT THE QUANTITY WAS ALMOST 10,000 LBS HIGHER THAN WHEN I PARKED. I ASSUMED A SYSTEM MALFUNCTION AND HAD THE F/O CHECK A/B SYSTEMS, BOTH READ THE SAME. SINCE THE ACFT DID TAXI A BIT HEAVIER THAN WHEN I PARKED, I REALIZED THAT WE HAD BEEN FUELED WHILE I WAS PARKED WITH 95 PAX ABOARD, NO COCKPIT CONTACT AND ALL DOORS CLOSED. I WAS TOTALLY UNAWARE OF THE EVENT NOT HAVING BEEN ADVISED TO EXPECT REFUELING, ETC. WHAT IS EVEN WORSE IS THAT THE TRUCK WAS CONNECTED AND PUMPING FUEL WHEN WE TAXIED. THE FUELER MANAGED TO EMER RELEASE THE HOSE JUST PRIOR TO MY REACHING THE END OF THE ROAD. NORMALLY, I WOULD EXECUTE A LEFT TURN OUT OF THIS SPOT TO PARKING. IF I HAD DONE THIS, THE OUTCOME WOULD PROBABLY HAVE BEEN MUCH DIFFERENT AND I WOULD PROBABLY NOT BE AROUND TO SCRIBBLE DOWN THIS REPORT. THE FUELER WAS EMPLOYED BY A SUBCONTRACT FIRM (FBO) WHO WAS CONTRACTED BY MY COMPANY TO HELP OUT WITH THE OVERLOAD FROM THE DIVISIONS. SOMEBODY DROPPED THE BALL HERE. I DO HAVE A RIGHT TO KNOW WHAT IS GOING ON WITH MY ACFT! I DON'T NORMALLY SIT GLUED TO THE FUEL GAUGES WHILE PARKED AND NO OTHER INDICATION OF THE EVENT WAS OBVIOUS.

Data retrieved from NASA's ASRS site as of August 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.