Narrative:

After leveling at FL300 I performed my system checks. The fuel page showed the hollow green triangle indicating auto act (additional center tank) transfer. I completed my system and altitude checks. About a half hour later I check transfer progress and noticed that both act quantities were about the same as I recorded on the flight plan prior to departure. The center had burned down plenty for transfer; but was not low enough to generate an ECAM. I decided to let the auto system [continued] to function until the ECAM was generated as we were well above landing weight and could [not] do much about it anyway. While waiting; I contacted dispatch and maintenance control by air phone to see if there was anything else we could do. About that time we got the ECAM fuel act xfr fault. I followed the procedure; the green triangle turned solid; but still no transfer. While I was waiting for the ECAM; I read the fuel act unusable procedure in the QRH. At first I thought that we would have to leave 4;400 lbs in the center tank for balance; but on my second read and after discussion with the first officer (first officer); we decided that with our zfwcg (zero fuel weight center of gravity) of 28.1; we could use all the center tank fuel. Dispatcher concurred. The last part of this checklist caused some confusion. There is an 'or' statement about zfwcg. It states 'if zfwcg is between 30 and 32.5%: 'or' if zfwcg is not known; or is aft of 32.5%'. Our situation was neither so I assumed that neither applied to us; but the only 'act unusable procedure checklist complete' was locating under those two 'or' items; making me wonder if I missed something. I think it would be more clear if a third 'or' was added-'if zfwcg is fwd of 30%; all center tank fuel usable. Act unusable procedure checklist complete.'in my previous conversation with dispatch I told him that we may have to stop for fuel on our route. We slowed the aircraft and programmed the FMC for optimum altitudes. We were already almost 2;000 lbs better on the fuel burn than flight plan. The fuel prediction showed arriving with 13;100 lbs total fuel and 7;300 usable. I again consulted with dispatch about continuing. He indicated that [destination] weather was good; with a good forecast as were [neighboring airports]. No arrival delays expected. We agreed to continue on; keeping a close eye on the fuel burn. We landed with 7500lbs of usable fuel. I knew this has been a fleet issue so I contacted [the chief pilot] to talk about it and see if there was anything else we could have done. After talking to [the chief pilot]; I believe that a conversation I had with the fueler during my walk around set this up. Our aircraft was being towed from the handstand. I was waiting for it to arrive to do the walk around and was talking to the fueler. We were about an hour and half late due to an aircraft swap and I thought the fueling would take longest time to complete. I asked him how they fueled when we had act fuel as sometimes I would notice that the acts had fuel first and sometimes last. He said there were two ways of fueling it; and that one was faster. I didn't quite understand him; but the aircraft arrived and I didn't question him more. [The chief pilot] said that fueling the aircraft in manual mode has caused issues with act transfer. Perhaps our conversation led the fueler to believe I wanted him to do it manually to speed it up; but that wasn't my intention.

Google
 

Original NASA ASRS Text

Title: An Airbus A321 flight crew reported that the Additional Center Tank (ACT) was not transferring fuel properly; resulting in a Fuel ACT Transfer Fault message. The crew performed all appropriate checklists; consulted with the Dispatcher to insure that minimum usable fuel and weight and balance considerations were satisfied; and landed uneventfully.

Narrative: After leveling at FL300 I performed my system checks. The fuel page showed the hollow green triangle indicating auto ACT (Additional Center Tank) transfer. I completed my system and altitude checks. About a half hour later I check transfer progress and noticed that both ACT quantities were about the same as I recorded on the flight plan prior to departure. The center had burned down plenty for transfer; but was not low enough to generate an ECAM. I decided to let the auto system [continued] to function until the ECAM was generated as we were well above landing weight and could [not] do much about it anyway. While waiting; I contacted dispatch and maintenance control by air phone to see if there was anything else we could do. About that time we got the ECAM FUEL ACT XFR FAULT. I followed the procedure; the green triangle turned solid; but still no transfer. While I was waiting for the ECAM; I read the FUEL ACT UNUSABLE procedure in the QRH. At first I thought that we would have to leave 4;400 lbs in the center tank for balance; but on my second read and after discussion with the F/O (First Officer); we decided that with our ZFWCG (Zero Fuel Weight Center of Gravity) of 28.1; we could use all the center tank fuel. Dispatcher concurred. The last part of this checklist caused some confusion. There is an 'OR' statement about ZFWCG. It states 'If ZFWCG is between 30 and 32.5%: 'or' if ZFWCG is not known; or is aft of 32.5%'. Our situation was neither so I assumed that neither applied to us; but the only 'ACT Unusable procedure checklist complete' was locating under those two 'or' items; making me wonder if I missed something. I think it would be more clear if a third 'or' was added-'If ZFWCG is fwd of 30%; all center tank fuel usable. ACT Unusable Procedure Checklist complete.'In my previous conversation with dispatch I told him that we may have to stop for fuel on our route. We slowed the aircraft and programmed the FMC for optimum altitudes. We were already almost 2;000 lbs better on the fuel burn than flight plan. The fuel prediction showed arriving with 13;100 lbs total fuel and 7;300 usable. I again consulted with dispatch about continuing. He indicated that [destination] weather was good; with a good forecast as were [neighboring airports]. No arrival delays expected. We agreed to continue on; keeping a close eye on the fuel burn. We landed with 7500lbs of usable fuel. I knew this has been a fleet issue so I contacted [the Chief Pilot] to talk about it and see if there was anything else we could have done. After talking to [the Chief Pilot]; I believe that a conversation I had with the fueler during my walk around set this up. Our aircraft was being towed from the handstand. I was waiting for it to arrive to do the walk around and was talking to the fueler. We were about an hour and half late due to an aircraft swap and I thought the fueling would take longest time to complete. I asked him how they fueled when we had ACT fuel as sometimes I would notice that the ACTs had fuel first and sometimes last. He said there were two ways of fueling it; and that one was faster. I didn't quite understand him; but the aircraft arrived and I didn't question him more. [The Chief Pilot] said that fueling the aircraft in manual mode has caused issues with ACT transfer. Perhaps our conversation led the fueler to believe I wanted him to do it manually to speed it up; but that wasn't my intention.

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.