Narrative:

When we arrived planeside in mpto the aircraft had not been fueled and the logbook was not in the aircraft. There was no mechanic planeside at that time. About 45 minutes prior to scheduled departure the mechanic showed up with the logbook. I told him we had not been fueled yet. He said his partner was fueling the aircraft at that time. I asked him if he had done the [required fuel] test. He said they never do the test in mpto. I had him check with his supervisor and his supervisor said they are not required to do the test in mpto.I pointed out the flight release does not exempt mpto from the test. I called flight control and they looked up an email that said the fuel audit for mpto had expired. I do not know how many flights were affected by maintenance not completing the [required fuel] test since the [january] date shows a test was required since at least the date shown on the flight release.by this time they had finished fueling the aircraft with 48;000 lbs which was 4113 gallons. The mechanic talked with maintenance control and the mechanic and asked me if I would be comfortable with them just sumping the fuel tanks. I told him I had no idea how to remedy the lack of a required fuel test and that he should follow whatever the required procedures were. They then decided to do a fuel test on the fuel truck that had fueled the aircraft. That truck was back on the other side of the airport. The truck showed up and they performed the test which was satisfactory. The mechanic then signed off the [required fuel] test in the logbook. I have no idea if the fuel in the truck was from the same lot that had fueled our aircraft. The information on the flight release clearly showed a [fuel] test was required which was backed up by an email the dispatcher said he had on file. I don't know why the mechanic was not informed of the requirement. I also don't know the correct remedy when a required [fuel] test was not completed before fueling the aircraft.when we checked the flight release there was an MEL 27-xx-xx auto speed brake system. We reviewed the MEL and complied with crew procedures for weight penalties. These penalties were adjusted in the aero data. I noted a dmi (deferred maintenance item) sticker in the logbook covering the auto brake system. We were very busy dealing with a fueling issue resulting from not completing a [fuel] test so I was on the phone several times.en-route during the approach briefing we reviewed the crew procedures and penalties for approach and landing. At that time we noticed the MEL number in the log book did not match the MEL number on the flight release. The MEL in the flight release was 27-xx-xx auto speed brake system and the MEL in the logbook was 32-xx-X-xx auto brake system. This meant that the aero data information was for the incorrect MEL. We checked the QRH and made sure we had sufficient landing distance in the manual braking table. The aero data we had for the leg did not show any reductions for a MEL requirement. I called back to flight control and got new aero data numbers for the correct MEL and amended release.dispatch and maintenance need to communicate correct information as to what is being deferred so the correct penalties can be applied. The original write up was deferred incorrectly which I believe caused confusion. I need to be more careful in checking that the MEL numbers in the logbook match the numbers in the flight release. I just missed it as both malfunctions had similar titles and I was very busy dealing with the fueling issue.

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Original NASA ASRS Text

Title: Widebody Transport flight crew reports being fueled at MPTO without the required fuel contamination check. The truck is called back and the test is performed but it is not clear if fuel had been added to the truck in the meantime. Enroute it is discovered that an MEL for the Auto Speed Brake System is not correct and should be for the Auto Brake System. Dispatch is notified.

Narrative: When we arrived planeside in MPTO the aircraft had not been fueled and the logbook was not in the aircraft. There was no mechanic planeside at that time. About 45 minutes prior to scheduled departure the mechanic showed up with the logbook. I told him we had not been fueled yet. He said his partner was fueling the aircraft at that time. I asked him if he had done the [required fuel] test. He said they never do the test in MPTO. I had him check with his supervisor and his supervisor said they are not required to do the test in MPTO.I pointed out the flight release does not exempt MPTO from the test. I called flight control and they looked up an email that said the fuel audit for MPTO had expired. I do not know how many flights were affected by maintenance not completing the [required fuel] test since the [January] date shows a test was required since at least the date shown on the flight release.By this time they had finished fueling the aircraft with 48;000 lbs which was 4113 gallons. The mechanic talked with Maintenance Control and the mechanic and asked me if I would be comfortable with them just sumping the fuel tanks. I told him I had no idea how to remedy the lack of a required fuel test and that he should follow whatever the required procedures were. They then decided to do a fuel test on the fuel truck that had fueled the aircraft. That truck was back on the other side of the airport. The truck showed up and they performed the test which was satisfactory. The mechanic then signed off the [required fuel] test in the logbook. I have no idea if the fuel in the truck was from the same lot that had fueled our aircraft. The information on the flight release clearly showed a [fuel] test was required which was backed up by an email the dispatcher said he had on file. I don't know why the mechanic was not informed of the requirement. I also don't know the correct remedy when a required [fuel] test was not completed before fueling the aircraft.When we checked the flight release there was an MEL 27-XX-XX Auto Speed Brake System. We reviewed the MEL and complied with crew procedures for weight penalties. These penalties were adjusted in the Aero Data. I noted a DMI (Deferred Maintenance Item) sticker in the logbook covering the Auto Brake System. We were very busy dealing with a fueling issue resulting from not completing a [fuel] test so I was on the phone several times.En-route during the approach briefing we reviewed the crew procedures and penalties for approach and landing. At that time we noticed the MEL number in the log book did not match the MEL number on the flight release. The MEL in the Flight Release was 27-XX-XX Auto Speed Brake System and the MEL in the logbook was 32-XX-X-XX Auto Brake System. This meant that the Aero Data information was for the incorrect MEL. We checked the QRH and made sure we had sufficient landing distance in the manual braking table. The Aero Data we had for the leg did not show any reductions for a MEL requirement. I called back to flight control and got new Aero Data numbers for the correct MEL and amended release.Dispatch and Maintenance need to communicate correct information as to what is being deferred so the correct penalties can be applied. The original write up was deferred incorrectly which I believe caused confusion. I need to be more careful in checking that the MEL numbers in the logbook match the numbers in the flight release. I just missed it as both malfunctions had similar titles and I was very busy dealing with the fueling issue.

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.