Narrative:

First flight of day for crew. Md-80 TO5 fuel load (fuel in center tank w/o mains being full) upon arrival noticed aircraft fueled approximately 2000 pounds over planned fuel load; mains balanced. Short flight; vectors to dfw arrival BOOVE1 gutzz transition. At approx. Level off at FL230 center tank was empty. Turned off center tank pumps; recorded fuel. Ahead of fuel schedule and mains balanced. Vectored onto arrival immediately after. Descent; arrival; approach; and landing normal except first officer commented aircraft felt odd on landing. Exiting runway noticed fuel was approximately 3000 pounds out of balance. Limit is 1500 pounds. Also noticed fuel cross feed lever was approximately 1-2 inches out of detent. Pushed lever forward but did not seat into detent until I worked it in and out several times. Lever was physically checked full forward (closed) by me personally on preflight check as I do on every flight. The detent lock was not checked by pulling back. I only pushed forward on the lever. Taxied to gate and contacted maintenance. I am not sure the short travel of the lever was the source of the fuel transfer or if another malfunction caused or contributed but I have contacted the captain and will follow up with the fleet captain and maintenance to try to determine the cause. Take away is to continue vigilant checks of fuel balance even during critical phases of flight in case of malfunctions or anomalies as the md-80s continue to age.maintain extra vigilance on all aspects of the aircraft and its operation. It is showing its age and is more prone to abnormalities and malfunctions especially in regards to the fuel; as it has a long pedigree of fuel related issues both self-induced as well as mechanical. Being sure detents are fully engaged and levers and switches are engaging as they should during all operations will help to maintain this vigilance. Usually we are not as focused on fuel balance during critical phases of flight because of the close proximity to the ground; density of aircraft; and more complex air traffic control. This may indicate a need to slightly rebalance our focus in an effort to catch such abnormalities earlier.

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Original NASA ASRS Text

Title: MD-80 flight crew reported landing with a 3;000 pound fuel imbalance that exceeded the 1;500 pound limit. Crew reported they were unsure as to why this happened.

Narrative: First flight of day for crew. MD-80 TO5 fuel load (fuel in center tank w/o mains being full) Upon arrival noticed aircraft fueled approximately 2000 pounds over planned fuel load; mains balanced. Short flight; vectors to DFW arrival BOOVE1 Gutzz transition. At approx. level off at FL230 center tank was empty. Turned off center tank pumps; recorded fuel. Ahead of fuel schedule and mains balanced. Vectored onto arrival immediately after. Descent; arrival; approach; and landing normal except FO commented aircraft felt odd on landing. Exiting runway noticed fuel was approximately 3000 pounds out of balance. Limit is 1500 pounds. Also noticed fuel cross feed lever was approximately 1-2 inches out of detent. Pushed lever forward but did not seat into detent until I worked it in and out several times. Lever was physically checked full forward (closed) by me personally on preflight check as I do on every flight. The detent lock was not checked by pulling back. I only pushed forward on the lever. Taxied to gate and contacted maintenance. I am not sure the short travel of the lever was the source of the fuel transfer or if another malfunction caused or contributed but I have contacted the Captain and will follow up with the Fleet Captain and maintenance to try to determine the cause. Take away is to continue vigilant checks of fuel balance even during critical phases of flight in case of malfunctions or anomalies as the MD-80s continue to age.Maintain extra vigilance on all aspects of the aircraft and its operation. It is showing its age and is more prone to abnormalities and malfunctions especially in regards to the fuel; as it has a long pedigree of fuel related issues both self-induced as well as mechanical. Being sure detents are fully engaged and levers and switches are engaging as they should during all operations will help to maintain this vigilance. Usually we are not as focused on fuel balance during critical phases of flight because of the close proximity to the ground; density of aircraft; and more complex air traffic control. This may indicate a need to slightly rebalance our focus in an effort to catch such abnormalities earlier.

Data retrieved from NASA's ASRS site 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.