Narrative:

We had finally received the flight closeout for our ferry flight to ZZZ1 and I just completed the prior to pushback flow by turning on the rotating beacon. The jetway had already been pulled and our ramp crew were just pulling chocks. We received push clearance from ground control and I gave clearance to the tug operator that we were cleared to push. After confirming that brakes were released; we pushed about 3-5 ft and came to a sudden stop as the tug driver slammed on his brakes. I asked what happened; and he said that the refueler had connected to the airplane. I looked at the ECAM and there was a refueling message that wasn't there prior to our flow. Likewise; the tug operator said he wasn't there during the chock pull by his crew. I told him to tell the fueler to disconnect; we had our gas. I asked if he had hit the fueler with any part of the aircraft. He said no. I called operations to let them know and requested a gate agent to bring the jetway back to the aircraft to open the 1L door since we began taking about 200 pounds before fueling stopped. I also contacted operations to have maintenance come out to check for any damage to the aircraft. The agent never arrived and I coordinated with maintenance through headphones what had happened and he conducted a visual inspection and found no damage. We departed after the fueler had disconnected and cleared the safety zone. Contacted operations to alert them and requested gate agent who never showed; and maintenance who conducted visual inspection of fueling receptacle and aircraft right for possible contact with fuel truck. Fueler should not have been fueling our aircraft. We already had fob 24.8 on board and a fuel slip from being refueled previously. Likewise; we were pushing back with the rotating beacon on and had a crew of 3 outside who were supposed to be monitoring the safety zone prior to pushback. The fueler may have confused our aircraft for another since we had been at the gate for over 3 hours during a ramp closure and route departure stop for thunderstorms. The fueler did not check the tail number of our jet to determine if he was fueling the correct jet. I did not request any additional fuel either from dispatch or operations and wasn't expecting any. In fact; I had just confirmed our fob with dispatch via ACARS as he was working on a new release for our ferry flight. Also; with 2 wing walkers in place; why didn't the one on the side of the fueler alert the tug operator prior to him pushing the aircraft? Fueler needs to know when not to approach aircraft. We had the beacon on for a pushback and all doors were closed. In addition; a push crew was in place ready to push. Fueler also needs to know that he has the right tail number prior to pulling up to a jet. Likewise; our wing walkers did not do a good job at determining that a very large truck had just pulled up and attached itself to the aircraft inside the safety zone just as I had given the push clearance to the tug operator.

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Original NASA ASRS Text

Title: A FUELER CONNECTED TO AN A319 IMMEDIATELY PRIOR TO PUSH BACK WHEN NO FUEL WAS NEEDED. THE PUSH CREW STOPPED THE PUSH AFTER SEEING IT.

Narrative: WE HAD FINALLY RECEIVED THE FLT CLOSEOUT FOR OUR FERRY FLT TO ZZZ1 AND I JUST COMPLETED THE PRIOR TO PUSHBACK FLOW BY TURNING ON THE ROTATING BEACON. THE JETWAY HAD ALREADY BEEN PULLED AND OUR RAMP CREW WERE JUST PULLING CHOCKS. WE RECEIVED PUSH CLRNC FROM GND CTL AND I GAVE CLRNC TO THE TUG OPERATOR THAT WE WERE CLRED TO PUSH. AFTER CONFIRMING THAT BRAKES WERE RELEASED; WE PUSHED ABOUT 3-5 FT AND CAME TO A SUDDEN STOP AS THE TUG DRIVER SLAMMED ON HIS BRAKES. I ASKED WHAT HAPPENED; AND HE SAID THAT THE REFUELER HAD CONNECTED TO THE AIRPLANE. I LOOKED AT THE ECAM AND THERE WAS A REFUELING MESSAGE THAT WASN'T THERE PRIOR TO OUR FLOW. LIKEWISE; THE TUG OPERATOR SAID HE WASN'T THERE DURING THE CHOCK PULL BY HIS CREW. I TOLD HIM TO TELL THE FUELER TO DISCONNECT; WE HAD OUR GAS. I ASKED IF HE HAD HIT THE FUELER WITH ANY PART OF THE ACFT. HE SAID NO. I CALLED OPS TO LET THEM KNOW AND REQUESTED A GATE AGENT TO BRING THE JETWAY BACK TO THE ACFT TO OPEN THE 1L DOOR SINCE WE BEGAN TAKING ABOUT 200 LBS BEFORE FUELING STOPPED. I ALSO CONTACTED OPS TO HAVE MAINT COME OUT TO CHK FOR ANY DAMAGE TO THE ACFT. THE AGENT NEVER ARRIVED AND I COORDINATED WITH MAINT THROUGH HEADPHONES WHAT HAD HAPPENED AND HE CONDUCTED A VISUAL INSPECTION AND FOUND NO DAMAGE. WE DEPARTED AFTER THE FUELER HAD DISCONNECTED AND CLRED THE SAFETY ZONE. CONTACTED OPS TO ALERT THEM AND REQUESTED GATE AGENT WHO NEVER SHOWED; AND MAINT WHO CONDUCTED VISUAL INSPECTION OF FUELING RECEPTACLE AND ACFT RIGHT FOR POSSIBLE CONTACT WITH FUEL TRUCK. FUELER SHOULD NOT HAVE BEEN FUELING OUR ACFT. WE ALREADY HAD FOB 24.8 ON BOARD AND A FUEL SLIP FROM BEING REFUELED PREVIOUSLY. LIKEWISE; WE WERE PUSHING BACK WITH THE ROTATING BEACON ON AND HAD A CREW OF 3 OUTSIDE WHO WERE SUPPOSED TO BE MONITORING THE SAFETY ZONE PRIOR TO PUSHBACK. THE FUELER MAY HAVE CONFUSED OUR ACFT FOR ANOTHER SINCE WE HAD BEEN AT THE GATE FOR OVER 3 HRS DURING A RAMP CLOSURE AND RTE DEP STOP FOR TSTMS. THE FUELER DID NOT CHK THE TAIL NUMBER OF OUR JET TO DETERMINE IF HE WAS FUELING THE CORRECT JET. I DID NOT REQUEST ANY ADDITIONAL FUEL EITHER FROM DISPATCH OR OPS AND WASN'T EXPECTING ANY. IN FACT; I HAD JUST CONFIRMED OUR FOB WITH DISPATCH VIA ACARS AS HE WAS WORKING ON A NEW RELEASE FOR OUR FERRY FLT. ALSO; WITH 2 WING WALKERS IN PLACE; WHY DIDN'T THE ONE ON THE SIDE OF THE FUELER ALERT THE TUG OPERATOR PRIOR TO HIM PUSHING THE ACFT? FUELER NEEDS TO KNOW WHEN NOT TO APCH ACFT. WE HAD THE BEACON ON FOR A PUSHBACK AND ALL DOORS WERE CLOSED. IN ADDITION; A PUSH CREW WAS IN PLACE READY TO PUSH. FUELER ALSO NEEDS TO KNOW THAT HE HAS THE RIGHT TAIL NUMBER PRIOR TO PULLING UP TO A JET. LIKEWISE; OUR WING WALKERS DID NOT DO A GOOD JOB AT DETERMINING THAT A VERY LARGE TRUCK HAD JUST PULLED UP AND ATTACHED ITSELF TO THE ACFT INSIDE THE SAFETY ZONE JUST AS I HAD GIVEN THE PUSH CLRNC TO THE TUG OPERATOR.

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.