Narrative:

Aircraft X had a malfunctioning l-hand fuel sov reported by the fueler and was entered in the maintenance logbook. Maintenance control was notified and deferral was issued for pressure refueling system. The 30 min report time (completely inadequate for this aircraft) did not provide sufficient time for me to consult the MEL with the maintenance controller at the time of the deference. After looking at the MEL I found it inaccurate and called maintenance control to review a different MEL requiring further maintenance procedures. Contract maintenance was contacted and began to troubleshoot aircraft without success. The mechanic was unable to sign off work done including for a ferry flight. After hours (approximately 8 hours) communications with company; maintenance control; dispatch; crew scheduling and operations it was determined that we go back to the hotel. Operations was shutting down and locking up. After arriving at the hotel; scheduling called and said that we would be ferrying the aircraft. I then contacted dispatch supervisor and had a firm conversation for what was required to fly the aircraft back to ZZZ. I was assured all would be handled and got the crew ready to return to the airport for the flight. The mechanic picked us up; took us to the maintenance hangar and brought us to the aircraft with the necessary paperwork. I carefully reviewed the paperwork maintenance logbook and ferry permit and found it satisfactory to continue. We departed and continued to ZZZ without further interruption. While en route I reexamined the ferry permit and maintenance logbook and found the mechanic had referred to the r-hand shutoff valve instead of the l-hand. Dispatch; and maintenance control were notified in regard to this error while in-flight to ZZZ. The first mechanic that inspected the aircraft could not fix and further would not sign off for the ferry permit. After 8 hours a new mechanic was on duty that was willing to sign the ferry permit. I also had contacted 2 other mechanics at maintenance control during the 8 hour delay to keep the lines of communication open in regard to the issue. It appears that there was a communication breakdown between the mechanics at maintenance control and contract maintenance in ZZZ1 as witnessed by the paperwork error. Also; the refueling panel as viewed from the front indicated the valve in question is on the right; but it is labeled as the left wing.

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Original NASA ASRS Text

Title: A CRJ900'S LH FUEL SOV WAS INOP. A FERRY PERMIT WAS ISSUED; BUT IN FLT THE CREW DISCOVERED THE RH FUEL SOV WAS MEL'ED. FUELING PANEL LABEL IS CONFUSING.

Narrative: ACFT X HAD A MALFUNCTIONING L-HAND FUEL SOV RPTED BY THE FUELER AND WAS ENTERED IN THE MAINT LOGBOOK. MAINT CTL WAS NOTIFIED AND DEFERRAL WAS ISSUED FOR PRESSURE REFUELING SYS. THE 30 MIN RPT TIME (COMPLETELY INADEQUATE FOR THIS ACFT) DID NOT PROVIDE SUFFICIENT TIME FOR ME TO CONSULT THE MEL WITH THE MAINT CTLR AT THE TIME OF THE DEFERENCE. AFTER LOOKING AT THE MEL I FOUND IT INACCURATE AND CALLED MAINT CTL TO REVIEW A DIFFERENT MEL REQUIRING FURTHER MAINT PROCS. CONTRACT MAINT WAS CONTACTED AND BEGAN TO TROUBLESHOOT ACFT WITHOUT SUCCESS. THE MECH WAS UNABLE TO SIGN OFF WORK DONE INCLUDING FOR A FERRY FLT. AFTER HRS (APPROX 8 HRS) COMS WITH COMPANY; MAINT CTL; DISPATCH; CREW SCHEDULING AND OPS IT WAS DETERMINED THAT WE GO BACK TO THE HOTEL. OPS WAS SHUTTING DOWN AND LOCKING UP. AFTER ARRIVING AT THE HOTEL; SCHEDULING CALLED AND SAID THAT WE WOULD BE FERRYING THE ACFT. I THEN CONTACTED DISPATCH SUPVR AND HAD A FIRM CONVERSATION FOR WHAT WAS REQUIRED TO FLY THE ACFT BACK TO ZZZ. I WAS ASSURED ALL WOULD BE HANDLED AND GOT THE CREW READY TO RETURN TO THE ARPT FOR THE FLT. THE MECH PICKED US UP; TOOK US TO THE MAINT HANGAR AND BROUGHT US TO THE ACFT WITH THE NECESSARY PAPERWORK. I CAREFULLY REVIEWED THE PAPERWORK MAINT LOGBOOK AND FERRY PERMIT AND FOUND IT SATISFACTORY TO CONTINUE. WE DEPARTED AND CONTINUED TO ZZZ WITHOUT FURTHER INTERRUPTION. WHILE ENRTE I REEXAMINED THE FERRY PERMIT AND MAINT LOGBOOK AND FOUND THE MECH HAD REFERRED TO THE R-HAND SHUTOFF VALVE INSTEAD OF THE L-HAND. DISPATCH; AND MAINT CTL WERE NOTIFIED IN REGARD TO THIS ERROR WHILE INFLT TO ZZZ. THE FIRST MECH THAT INSPECTED THE ACFT COULD NOT FIX AND FURTHER WOULD NOT SIGN OFF FOR THE FERRY PERMIT. AFTER 8 HRS A NEW MECH WAS ON DUTY THAT WAS WILLING TO SIGN THE FERRY PERMIT. I ALSO HAD CONTACTED 2 OTHER MECHS AT MAINT CTL DURING THE 8 HR DELAY TO KEEP THE LINES OF COM OPEN IN REGARD TO THE ISSUE. IT APPEARS THAT THERE WAS A COM BREAKDOWN BTWN THE MECHS AT MAINT CTL AND CONTRACT MAINT IN ZZZ1 AS WITNESSED BY THE PAPERWORK ERROR. ALSO; THE REFUELING PANEL AS VIEWED FROM THE FRONT INDICATED THE VALVE IN QUESTION IS ON THE R; BUT IT IS LABELED AS THE L WING.

Data retrieved from NASA's ASRS site as of May 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.