Narrative:

We departed with less than minimum takeoff fuel. After [leaving the hotel; we had] nearly 3 hours of grappling with a discrepancy on the first aircraft; we were on our third gate; and second aircraft; and still awaiting transfer of bags; catering; and our fuel. The aircraft had several maintenance items deferred; to include an inoperable; placarded center fuel tank quantity indicator. Along with several MEL reviews; we needed manual confirmation of required fuel; and a paper fuel receipt. First officer visited the fueler to confirm what we needed. We needed 37;400 pounds of fuel. Just before [departure]; we received our fuel slip - showing 37;400 pounds of fuel; which we entered manually into the FMS. We calculated that we would see a reliable in-flight fuel indication when the center tank was dry. When the center tank low pressure lights came on [earlier than expected enroute]; we became aware of our actual fuel situation. I looked again at the fuel slip; which indicated 37;400 pounds. Then I recalculated the fueler's math; realizing that he had loaded 27;400 pounds vice 37;400; and had added incorrectly. We contacted company; then diverted to [a nearby airport].even after multiple issues and delays; a careful review of a fuel receipt is useful. The bottom line may look enticing; but it is ultimately only a number written on paper. For such a rare situation; a directed fuel slip review should be included in the MEL procedure. We rely on the accuracy of others in many aspects of our duties. We count on correct numbers on passenger counts; hazmat type quantity; location; and baggage and cargo numbers. Fuel is the same; especially when we go to alternative fueling operations; and receive a fuel receipt. Ultimately; I am responsible for the safety of the aircraft and passengers; but these numbers have to be right. On domestic operations we rarely see paper fuel chits. The natural scan or flow of reviewing such a document is not part of our normal habit. For rare and critical items; we often use checklists. In the MEL we encounter a number of checklists for placarded items. Although the MEL calls for alternative fueling procedures; it certainly would be pilot-useful to include the checklist reminder to re-calculate paper document fueling numbers. On this evening we were approaching hypnotic trance with the time we had spent in the MEL; over several hours. My ongoing mantra to my first officer was to focus on our procedures and checklists; since we were in a rare; irregular operation. Had we encountered a simple MEL checklist reminder to review the numbers on the paper fuel chit; I have no doubt that I would have looked more closely at the fuel numbers. We were saved in a relatively timely; comfortable manner because we had determined; pointedly; when we expected to see our center tank indicate empty. This precaution made the rest of the night easy; albeit long and a touch embarrassing.

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Original NASA ASRS Text

Title: B737-800 flight crew reported diverting when they received a low fuel pressure indication after mistakenly departing with 10;000 lbs less fuel than calculated.

Narrative: We departed with less than minimum takeoff fuel. After [leaving the hotel; we had] nearly 3 hours of grappling with a discrepancy on the first aircraft; we were on our third gate; and second aircraft; and still awaiting transfer of bags; catering; and our fuel. The aircraft had several maintenance items deferred; to include an inoperable; placarded center fuel tank quantity indicator. Along with several MEL reviews; we needed manual confirmation of required fuel; and a paper fuel receipt. FO visited the fueler to confirm what we needed. We needed 37;400 pounds of fuel. Just before [departure]; we received our fuel slip - showing 37;400 pounds of fuel; which we entered manually into the FMS. We calculated that we would see a reliable in-flight fuel indication when the center tank was dry. When the center tank Low Pressure lights came on [earlier than expected enroute]; we became aware of our actual fuel situation. I looked again at the fuel slip; which indicated 37;400 pounds. Then I recalculated the fueler's math; realizing that he had loaded 27;400 pounds vice 37;400; and had added incorrectly. We contacted company; then diverted to [a nearby airport].Even after multiple issues and delays; a careful review of a fuel receipt is useful. The bottom line may look enticing; but it is ultimately only a number written on paper. For such a rare situation; a directed fuel slip review should be included in the MEL procedure. We rely on the accuracy of others in many aspects of our duties. We count on correct numbers on passenger counts; hazmat type quantity; location; and baggage and cargo numbers. Fuel is the same; especially when we go to alternative fueling operations; and receive a fuel receipt. Ultimately; I am responsible for the safety of the aircraft and passengers; but these numbers have to be right. On domestic operations we rarely see paper fuel chits. The natural scan or flow of reviewing such a document is not part of our normal habit. For rare and critical items; we often use checklists. In the MEL we encounter a number of checklists for placarded items. Although the MEL calls for alternative fueling procedures; it certainly would be pilot-useful to include the checklist reminder to re-calculate paper document fueling numbers. On this evening we were approaching hypnotic trance with the time we had spent in the MEL; over several hours. My ongoing mantra to my FO was to focus on our procedures and checklists; since we were in a rare; irregular operation. Had we encountered a simple MEL checklist reminder to review the numbers on the paper fuel chit; I have no doubt that I would have looked more closely at the fuel numbers. We were saved in a relatively timely; comfortable manner because we had determined; pointedly; when we expected to see our center tank indicate empty. This precaution made the rest of the night easy; albeit long and a touch embarrassing.

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.