An SF340 was dispatched with one main fuel quantity indicator inoperative per the MEL. At next stati...

Attributes
ACN	699246
Time
Date	200605
Local Time Of Day	1201 To 1800
Place
Locale Reference	airport : zzz.airport
State Reference	US
Altitude	agl single value : 0
Aircraft 1
Operator	common carrier : air carrier
Make Model Name	SF 340A
Operating Under FAR Part	Part 121
Flight Phase	ground : parked
Flight Plan	IFR
Person 1
Affiliation	company : air carrier
Function	flight crew : first officer
ASRS Report	699246
Person 2
Affiliation	company : air carrier
Function	flight crew : captain oversight : pic
Events
Anomaly	aircraft equipment problem : critical maintenance problem : non compliance with mel non adherence : published procedure non adherence : far
Independent Detector	other flight crewa other flight crewb
Resolutory Action	other
Consequence	other other
Supplementary
Problem Areas	Chart Or Publication Aircraft Flight Crew Human Performance
Primary Problem	Flight Crew Human Performance

Narrative:

We departed ZZZ1 for ZZZ in july in aircraft. The departure was late due to us monitoring the fueling and speaking with maintenance control concerning MEL's 28-09 and 28-10. As far as I know we departed for our destination in compliance with both MEL's. When we arrived at ZZZ we did not feel comfortable with the refueling process. When we arrived at ZZZ2 we opened the interconnect valve to level the fuel since we had one working fuel gauge thinking that once the fuel had a chance to level in both tanks we could better estimate the amount of fuel we would need to add by referencing the working gauge and the fuel dipstick on the non-working (left) fuel tank. But then the interconnect valve blew a fuse when we tried to close it and the dipstick in the wing was indicating greater than 10 on the dipstick index and since we did not know how much more fuel had xferred and the status of the connect valve we opted to deplane the passenger; top off both fuel tanks so we knew exactly how much fuel was in the aircraft and flew back the next morning crew only after a mechanic came down and verified that the interconnect valve was in the closed position.

Original NASA ASRS Text

Title: AN SF340 WAS DISPATCHED WITH ONE MAIN FUEL QUANTITY INDICATOR INOP PER THE MEL. AT NEXT STATION CREW WAS NOT SURE OF FUELING PROC. DEPLANED PAX AND FERRIED THE ACFT TO A MAINT FACILITY.

Narrative: WE DEPARTED ZZZ1 FOR ZZZ IN JULY IN ACFT. THE DEP WAS LATE DUE TO US MONITORING THE FUELING AND SPEAKING WITH MAINT CTL CONCERNING MEL'S 28-09 AND 28-10. AS FAR AS I KNOW WE DEPARTED FOR OUR DEST IN COMPLIANCE WITH BOTH MEL'S. WHEN WE ARRIVED AT ZZZ WE DID NOT FEEL COMFORTABLE WITH THE REFUELING PROCESS. WHEN WE ARRIVED AT ZZZ2 WE OPENED THE INTERCONNECT VALVE TO LEVEL THE FUEL SINCE WE HAD ONE WORKING FUEL GAUGE THINKING THAT ONCE THE FUEL HAD A CHANCE TO LEVEL IN BOTH TANKS WE COULD BETTER ESTIMATE THE AMOUNT OF FUEL WE WOULD NEED TO ADD BY REFING THE WORKING GAUGE AND THE FUEL DIPSTICK ON THE NON-WORKING (L) FUEL TANK. BUT THEN THE INTERCONNECT VALVE BLEW A FUSE WHEN WE TRIED TO CLOSE IT AND THE DIPSTICK IN THE WING WAS INDICATING GREATER THAN 10 ON THE DIPSTICK INDEX AND SINCE WE DID NOT KNOW HOW MUCH MORE FUEL HAD XFERRED AND THE STATUS OF THE CONNECT VALVE WE OPTED TO DEPLANE THE PAX; TOP OFF BOTH FUEL TANKS SO WE KNEW EXACTLY HOW MUCH FUEL WAS IN THE ACFT AND FLEW BACK THE NEXT MORNING CREW ONLY AFTER A MECH CAME DOWN AND VERIFIED THAT THE INTERCONNECT VALVE WAS IN THE CLOSED POS.

Data retrieved from NASA's ASRS site as of January 2009 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.

An SF340 was dispatched with one main fuel quantity indicator inoperative per the MEL. At next station crew was not sure of fueling procedure. Deplaned passenger and ferried the aircraft to a maintenance facility.