Narrative:

Day two; after almost 4 hour mx delay and numerous MEL/incorrect MEL issues. During cruise flight the fob (fuel on board) and the fuel quantity numbers at first showed double lines in the last two digits of the fuel numbers; indicating that the fuel quantity system was operating in a degraded mode. Shortly after; the fob [and] the fuel quantity indicators in the right hand fuel tanks and one fuel temperature indicator in the right hand tank showed all amber xx's. Center tank showed the double lines. Left hand tank indications became erratic changing quantities indicated. Fuel prediction numbers were different between the two FMGC's (flight management and guidance computers) and became erratic including prediction landing below minimum fuel. No ECAM alerts at any point during entire event. I; as captain; tasked the first officer (first officer) with flying the airplane and continuing our deviations around thunderstorms and working with ATC. I reviewed the QRH fuel tab and non ECAM sections. I quickly looked at any non-normal procedures [and] I looked at fuel systems. Finding nothing; I discussed with the first officer for any ideas. I had him look for guidance in our reference materials. We did look at and review the fuel leak procedure under the fuel tab of the QRH because as the event progressed we had the landing fuel below minimums message. We had the flight attendants look for a fuel leak visually out the windows and [asked] if they smelled fuel; they did not see or smell any fuel leak. I then sent an ACARS message to dispatch to expect an arinc phone patch from me. I contacted dispatch via arinc and a phone patch. I asked to talk to [operations]. After being on hold; I was able to discuss this issue with [operations] to ask for any guidance for some procedure I might have missed. They had no additional information to add. I then asked to be connected to [our] program manager and was told they couldn't do that. I then told dispatch that we felt the safest course of action was to divert. They agreed. During this time we were fairly confident that we didn't have a major fuel leak or fuel system problem but couldn't be sure since we could not tell fuel quantities. We felt the safest course of action was to divert at that time. We worked through this entire process fairly quickly. [The divert airport] was a straight shot; clear of weather and gave us just enough time and distance to descend. During the descent the fuel quantities indications returned to normal and fuel numbers seemed reasonable with our 'rough math'/flight plan for time enroute. We were able to feel confident in performance numbers and landing distances using those numbers. We landed and taxied to the gate uneventfully. Maintenance under the direction of [operations] powered down the aircraft and reapplied power and cleared the discrepancy that way. After further review; away from the stress of the situation; I was able to find a possible solution to this issue. Going almost page by page of the QRH I found that [the aircraft] does have a computer reset for fuel quantity indications that is allowed during flight. Personally I am very hesitant to reset circuit breakers in flight and therefore it wasn't a section of the QRH I would automatically look at during flight. Also I believe that that in the fuel tab of the QRH it should have a reference to the fact that this reset existed. This reset is not available on all our aircraft. Both myself and my first officer on the flight didn't know that that reset was available to us. I have informally asked a few other pilots; captains and fos and no one else knew of that reset or said that that was somewhere they would have looked at during flight. It's not in bold print in the computer resets table.

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Original NASA ASRS Text

Title: A319 Captain reported that the fuel quantity indication became erratic with no ECAM warnings and decided to divert to the nearest suitable airport.

Narrative: Day two; after almost 4 hour mx delay and numerous MEL/incorrect MEL issues. During cruise flight the FOB (Fuel On Board) and the Fuel Quantity numbers at first showed double lines in the last two digits of the fuel numbers; indicating that the Fuel Quantity System was operating in a degraded mode. Shortly after; the FOB [and] the fuel quantity indicators in the right hand fuel tanks and one fuel temperature indicator in the right hand tank showed all amber XX's. Center tank showed the double lines. Left hand tank indications became erratic changing quantities indicated. Fuel prediction numbers were different between the two FMGC's (Flight Management and Guidance Computers) and became erratic including prediction landing below minimum fuel. No ECAM alerts at any point during entire event. I; as Captain; tasked the FO (First Officer) with flying the airplane and continuing our deviations around thunderstorms and working with ATC. I reviewed the QRH Fuel tab and non ECAM sections. I quickly looked at any non-normal procedures [and] I looked at fuel systems. Finding nothing; I discussed with the FO for any ideas. I had him look for guidance in our reference materials. We did look at and review the Fuel Leak procedure under the Fuel tab of the QRH because as the event progressed we had the landing fuel below minimums message. We had the flight attendants look for a fuel leak visually out the windows and [asked] if they smelled fuel; they did not see or smell any fuel leak. I then sent an ACARS message to dispatch to expect an ARINC phone patch from me. I contacted Dispatch via ARINC and a phone patch. I asked to talk to [Operations]. After being on hold; I was able to discuss this issue with [Operations] to ask for any guidance for some procedure I might have missed. They had no additional information to add. I then asked to be connected to [our] Program manager and was told they couldn't do that. I then told dispatch that we felt the safest course of action was to divert. They agreed. During this time we were fairly confident that we didn't have a major fuel leak or fuel system problem but couldn't be sure since we could not tell fuel quantities. We felt the safest course of action was to divert at that time. We worked through this entire process fairly quickly. [The divert airport] was a straight shot; clear of weather and gave us just enough time and distance to descend. During the descent the fuel quantities indications returned to normal and fuel numbers seemed reasonable with our 'rough math'/flight plan for time enroute. We were able to feel confident in performance numbers and landing distances using those numbers. We landed and taxied to the gate uneventfully. Maintenance under the direction of [Operations] powered down the aircraft and reapplied power and cleared the discrepancy that way. After further review; away from the stress of the situation; I was able to find a possible solution to this issue. Going almost page by page of the QRH I found that [the aircraft] does have a computer reset for Fuel Quantity indications that is allowed during flight. Personally I am very hesitant to reset circuit breakers in flight and therefore it wasn't a section of the QRH I would automatically look at during flight. Also I believe that that in the Fuel tab of the QRH it should have a reference to the fact that this reset existed. This reset is not available on all our aircraft. Both myself and my FO on the flight didn't know that that reset was available to us. I have informally asked a few other pilots; captains and FOs and no one else knew of that reset or said that that was somewhere they would have looked at during flight. It's not in bold print in the Computer Resets table.

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.