Narrative:

AC was fueled incorrectly (ramp=10774lbs.). Fuel was loaded left wing ~ +3800/center ~ +3300/right ~ +3800. During eng. Start chk.; noted the center fuel load; O/south (outside) OM limitation. Notified/concurred with dispatcher; it was decided to have fuel taken from center tank (1200 lbs); then redistributed to wings (600 lbs each); thus bringing fuel load in compliance with OM limitations. Coordinated thru ops; fueling supervisor came/oversaw process. She chided her fueler(s) for improperly following fuel procedures (first officer was o/s ensuring they understood what needed to happen re: lbs. Of fuel; etc.). Remainder of checklists run normally; taxied out; and departed.in route; noted right fuel pump on; in assoc. With x-flow pump for auto fuel transfer; still had fuel in center tank; right wing tank being fed (per fuel synoptic). At TOC; noted fob at 9020lbs vs release = 9024lbs. Fuel transfer still taking place. Over ZZZ1; checked fuel vs. Release; and was within +/-50lbs. Did note/discuss with first officer the fuel imbalance was increasing between left and right wing tanks. Shortly thereafter; received amber fuel imbalance caution message (imbalance ~800lbs). Ran the QRH for message. Note: at some point in this; we had advised dispatcher via ACARS of potential fuel imbalance problem. We did not feel we had a leak because our fuel checks were nearly matched to the release values. Fuel synoptic showed fuel transferring to right wing tank; but imbalance remained. Per QRH; had flight attendant do visual check on right wing with inspection lights on. She reported nothing visibly leaking. We initiated gravity feed and coordinated with center to make right 360* turns in hopes of transferring fuel; center tank was empty at this time. Imbalance persisted; and finally got to approximately 1200lbs between the wing tanks (right wing approximately 1200lbs less than left wing per QRH (fuel synoptic showed amber quantities).continued coordinating with dispatcher re: diversion. Was agreed upon to go to ZZZ2. Continued any remaining QRH procedures. Advised center; proceeded direct to ZZZ2. Planned for an ILS approach. Arrived over ZZZ2 +FL240 (had requested to stay high...in case of a flameout). Coordinated with ATC & approach control of our intention to descend via a wide; right hand turn; thus hoping to eliminate / decrease the imbalance. This did have the desired effect. Imbalance began a slow; steady decrease. Turned a base leg at 2500 ft MSL; clean; airspeed decreasing from <250 kts. Joined final approx. 6-10 miles out; clean; slowing to 180 kts. Began a normal configuration for landing once we felt aircraft was handling normally. Landed; stopped on runway.had decided (all crew members in loop) to remain on runway while fire/rescue (F/right) inspected a/C for any leaking fuel. In communication with all parties on tower frequency. Passengers were advised to remain seated; follow any flight attendant instructions. Fire/rescue advised no leaking fuel. A/C then taxied to non-gate parking spot; escorted by F/right. Normal shut-down. Requested/discussed F/right would inspect a/C again once parked. Advised flight attendant not to open door until we had received an 'all clear' from F/right; seat belt sign still on. Once 'all clear' received; turned off seatbelt sign; advised flight attendant to open main cabin door. Normal passenger deplanement. Normal post-flight shutdown; etc. Fuel quantities at this time were: left=3080lbs/C=0 lbs/right= 3090lbs. Imbalance had corrected itself. Then contacted maintenance control (detailed discussion); contacted dispatch; called/left message for chief pilot on call per name/number provided by dispatcher. As a result of either a fuel control/fuel computer logic problem (this item was replaced by maintenance next morning in ZZZ2); or possibly a stuck/inoperative valve (possibility as explained to me by maintenance control during my post-event extended phone conversation; the AC ended up with a large fuel imbalance.)procedures in QRH 'helped'; but did not resolve problem. PF & pm attempted to remedy situation; all the while planning for a possible divert. Largest 'threat' was the QRH leading us to believe we may have had a fuel leak; but as explained our fuel check point numbers were nearly spot-on. AC fuel imbalance continued.I believe crew did a fantastic job. It's not uncommon to see a powered cross flow initiated as a result of making several same direction turns (as was the case on climb out). However; this event showed that even though the system is doing its job; it may be unable to keep up. We were fortunate in that we did see it & were monitoring; ironically; I (PF) had just mentioned to pm that if the balance differential went any further; we'd see an amber fuel imbalance caution--which happened fairly shortly after that. Only thing that may assist crews--our case in particular-- would be a change to the QRH (our procedures we ran) that; via a rhombus step (yes / no format) ; if you are 'sure' you are not leaking fuel; then do a side-slip maneuver to try to alleviate the imbalance. That step/procedure was not in our QRH flow.

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Original NASA ASRS Text

Title: CRJ200 Captain experienced a fuel imbalance that gradually developed during climbout and cruise. The only remedy was to turn off the fuel pumps; open the cross feed; and slip the aircraft. The crew elected to divert and landed with the fuel in balance.

Narrative: AC was fueled incorrectly (Ramp=10774lbs.). Fuel was loaded Left wing ~ +3800/Center ~ +3300/Right ~ +3800. During Eng. Start Chk.; noted the Center fuel load; O/S (outside) OM Limitation. Notified/concurred with Dispatcher; it was decided to have fuel taken from center tank (1200 lbs); then redistributed to Wings (600 lbs each); thus bringing fuel load in compliance with OM Limitations. Coordinated thru Ops; fueling supervisor came/oversaw process. She chided her fueler(s) for improperly following Fuel Procedures (FO was o/s ensuring they understood what needed to happen re: lbs. of fuel; etc.). Remainder of checklists run normally; taxied out; and departed.In route; noted Right Fuel Pump on; in assoc. with X-Flow Pump for auto fuel transfer; still had fuel in Center Tank; Right Wing Tank being fed (per Fuel Synoptic). At TOC; noted FOB at 9020lbs vs Release = 9024lbs. Fuel transfer still taking place. Over ZZZ1; checked fuel vs. Release; and was within +/-50lbs. Did note/discuss with FO the fuel imbalance was increasing between L and R wing tanks. Shortly thereafter; received Amber Fuel Imbalance Caution Message (imbalance ~800lbs). Ran the QRH for Message. Note: at some point in this; we had advised Dispatcher via ACARS of potential fuel imbalance problem. We did not feel we had a leak because our fuel checks were nearly matched to the Release values. Fuel synoptic showed fuel transferring to Right Wing Tank; but imbalance remained. Per QRH; had FA do visual check on Right Wing with inspection lights on. She reported nothing visibly leaking. We initiated Gravity Feed and coordinated with Center to make right 360* turns in hopes of transferring fuel; Center Tank was empty at this time. Imbalance persisted; and finally got to approximately 1200lbs between the Wing Tanks (Right Wing approximately 1200lbs less than Left Wing per QRH (Fuel synoptic showed Amber quantities).Continued coordinating with Dispatcher re: diversion. Was agreed upon to go to ZZZ2. Continued any remaining QRH procedures. Advised Center; proceeded direct to ZZZ2. Planned for an ILS approach. Arrived over ZZZ2 +FL240 (had requested to stay high...in case of a flameout). Coordinated with ATC & Approach Control of our intention to descend via a wide; RIGHT hand turn; thus hoping to eliminate / decrease the imbalance. This did have the desired effect. Imbalance began a slow; steady decrease. Turned a base leg at 2500 ft MSL; clean; airspeed decreasing from <250 kts. Joined final approx. 6-10 miles out; clean; slowing to 180 kts. Began a normal configuration for landing once we felt Aircraft was handling normally. Landed; stopped on Runway.Had decided (all crew members in loop) to remain on RWY while Fire/Rescue (F/R) inspected A/C for any leaking fuel. In communication with all parties on Tower frequency. Passengers were advised to remain seated; follow any FA instructions. Fire/Rescue advised no leaking fuel. A/C then taxied to non-gate parking spot; escorted by F/R. Normal shut-down. Requested/discussed F/R would inspect A/C again once parked. Advised FA not to open door until we had received an 'All Clear' from F/R; seat belt sign still ON. Once 'All Clear' received; turned off seatbelt sign; advised FA to open main cabin door. Normal passenger deplanement. Normal post-flight shutdown; etc. Fuel quantities at this time were: L=3080lbs/C=0 lbs/R= 3090lbs. Imbalance had corrected itself. Then contacted Maintenance Control (detailed discussion); contacted Dispatch; called/left message for chief pilot on call per name/number provided by dispatcher. As a result of either a Fuel Control/Fuel Computer Logic problem (this item was replaced by Maintenance next morning in ZZZ2); or possibly a stuck/inoperative valve (possibility as explained to me by Maintenance Control during my post-event extended phone conversation; the AC ended up with a large fuel imbalance.)Procedures in QRH 'helped'; but did not resolve problem. PF & PM attempted to remedy situation; all the while planning for a possible divert. Largest 'threat' was the QRH leading us to believe we may have had a fuel leak; but as explained our Fuel Check Point Numbers were nearly spot-on. AC fuel imbalance continued.I believe crew did a fantastic job. It's not uncommon to see a powered cross flow initiated as a result of making several same direction turns (as was the case on climb out). However; this event showed that even though the system is doing its job; it may be unable to keep up. We were fortunate in that we did see it & were monitoring; ironically; I (PF) had just mentioned to PM that if the balance differential went any further; we'd see an Amber FUEL IMBALANCE Caution--which happened fairly shortly after that. Only thing that may assist crews--our case in particular-- would be a change to the QRH (our procedures we ran) that; via a rhombus step (Yes / No format) ; if you are 'sure' you are NOT leaking fuel; then do a side-slip maneuver to try to alleviate the imbalance. That step/procedure was not in our QRH flow.

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.