Narrative:

After completing all checklists, flight departed sfb en route abc. Flap retraction was made on schedule then the flight engineer proceeded to turn on the right pac. This procedure was made necessary due to a prior dmi on the #1 generator. The climb proceeded normally with slight deviations for WX in the central florida area. Shortly after the aircraft had cleared the WX, the flight engineer informed us that there was a problem with the fuel (12000 ft). The wing tanks were approximately 5000 pounds low (per side). After checking the fuel dump panel, circuit breakers, and the quantity gauges again, it was determined that we were not losing fuel. The captain asked for the gallons uplifted, the math was checked, and a call was made to the company. The decision was made to return to sfb and flight returned to the gate without further incidence. Upon returning to the gate, the fuel slip was examined again and it was found to have been from a previous flight. Supplemental information from acn 523463: during climb, I noticed that fuel gauges #1 and #3 were at 5000 pounds each. Informed captain that we had a fuel problem. We contacted our company via commercial radio and asked for advice on what to do. They told us to return to our departure airport. We thought we had a gauge problem or that we were losing fuel. When we got back to the airport, we realized that I had the wrong fuel slip for our uplift and that we had taken off 9000 pounds less than we needed. Contributing factors: 1) delay due to aircraft swap. 2) deferrals with a generator inoperative- and autoplt inoperative. 3) incorrect fuel slip on the aircraft. 4) aircraft incorrectly pre-fueled per procedures. I believe that I allowed myself to feel the pressure and stress of a late departure and mechanical problems and wrong fuel slip to lead me to believe I had the correct fuel. We suggested to our company that we include fuel tank verification on our weight and balance form and have the first officer verify the fuel as well to include another crew member in this process. Supplemental information from acn 523464: while climbing out en route, the flight engineer informed me that we had a fuel problem. We determined that we were not going to have enough fuel to complete the trip. Contacted company and informed dispatch whom recommended a return to sfb. Upon arrival in sfb, discovered that the fueler had left the aircraft only partially fueled to refill the fuel truck. Due to a last min aircraft swap, and the flight engineer and I both misreading the gauges and on old fuel slip that was left on the flight engineer's desk that showed the proper uplift. We departed sfb approximately 10000 pounds short of fuel.

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Original NASA ASRS Text

Title: A B722 CREW, DEPARTING SFB, DISCOVERED AT 12000 FT THEY WERE SHORT OF FUEL.

Narrative: AFTER COMPLETING ALL CHKLISTS, FLT DEPARTED SFB ENRTE ABC. FLAP RETRACTION WAS MADE ON SCHEDULE THEN THE FE PROCEEDED TO TURN ON THE R PAC. THIS PROC WAS MADE NECESSARY DUE TO A PRIOR DMI ON THE #1 GENERATOR. THE CLB PROCEEDED NORMALLY WITH SLIGHT DEVS FOR WX IN THE CENTRAL FLORIDA AREA. SHORTLY AFTER THE ACFT HAD CLRED THE WX, THE FE INFORMED US THAT THERE WAS A PROB WITH THE FUEL (12000 FT). THE WING TANKS WERE APPROX 5000 LBS LOW (PER SIDE). AFTER CHKING THE FUEL DUMP PANEL, CIRCUIT BREAKERS, AND THE QUANTITY GAUGES AGAIN, IT WAS DETERMINED THAT WE WERE NOT LOSING FUEL. THE CAPT ASKED FOR THE GALLONS UPLIFTED, THE MATH WAS CHKED, AND A CALL WAS MADE TO THE COMPANY. THE DECISION WAS MADE TO RETURN TO SFB AND FLT RETURNED TO THE GATE WITHOUT FURTHER INCIDENCE. UPON RETURNING TO THE GATE, THE FUEL SLIP WAS EXAMINED AGAIN AND IT WAS FOUND TO HAVE BEEN FROM A PREVIOUS FLT. SUPPLEMENTAL INFO FROM ACN 523463: DURING CLB, I NOTICED THAT FUEL GAUGES #1 AND #3 WERE AT 5000 LBS EACH. INFORMED CAPT THAT WE HAD A FUEL PROB. WE CONTACTED OUR COMPANY VIA COMMERCIAL RADIO AND ASKED FOR ADVICE ON WHAT TO DO. THEY TOLD US TO RETURN TO OUR DEP ARPT. WE THOUGHT WE HAD A GAUGE PROB OR THAT WE WERE LOSING FUEL. WHEN WE GOT BACK TO THE ARPT, WE REALIZED THAT I HAD THE WRONG FUEL SLIP FOR OUR UPLIFT AND THAT WE HAD TAKEN OFF 9000 LBS LESS THAN WE NEEDED. CONTRIBUTING FACTORS: 1) DELAY DUE TO ACFT SWAP. 2) DEFERRALS WITH A GENERATOR INOP- AND AUTOPLT INOP. 3) INCORRECT FUEL SLIP ON THE ACFT. 4) ACFT INCORRECTLY PRE-FUELED PER PROCS. I BELIEVE THAT I ALLOWED MYSELF TO FEEL THE PRESSURE AND STRESS OF A LATE DEP AND MECHANICAL PROBS AND WRONG FUEL SLIP TO LEAD ME TO BELIEVE I HAD THE CORRECT FUEL. WE SUGGESTED TO OUR COMPANY THAT WE INCLUDE FUEL TANK VERIFICATION ON OUR WT AND BAL FORM AND HAVE THE FO VERIFY THE FUEL AS WELL TO INCLUDE ANOTHER CREW MEMBER IN THIS PROCESS. SUPPLEMENTAL INFO FROM ACN 523464: WHILE CLBING OUT ENRTE, THE FE INFORMED ME THAT WE HAD A FUEL PROB. WE DETERMINED THAT WE WERE NOT GOING TO HAVE ENOUGH FUEL TO COMPLETE THE TRIP. CONTACTED COMPANY AND INFORMED DISPATCH WHOM RECOMMENDED A RETURN TO SFB. UPON ARR IN SFB, DISCOVERED THAT THE FUELER HAD LEFT THE ACFT ONLY PARTIALLY FUELED TO REFILL THE FUEL TRUCK. DUE TO A LAST MIN ACFT SWAP, AND THE FE AND I BOTH MISREADING THE GAUGES AND ON OLD FUEL SLIP THAT WAS LEFT ON THE FE'S DESK THAT SHOWED THE PROPER UPLIFT. WE DEPARTED SFB APPROX 10000 LBS SHORT OF FUEL.

Data retrieved from NASA's ASRS site as of July 2007 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.