Narrative:

Number 1 tank fuel gauge inoperative and MEL'ed. #1 tank was defueled and was supposed to be refueled to a known quantity of 11;500 lbs. The MEL required maintenance to sign off that they had refueled the #1 tank to the known quantity of 11;500 lbs which they complied with. The total fuel was supposed to be 36;000 lbs; this was indicated on the weight and balance. The large amount of fuel on board for the first leg's short flight was so that no fuel would have to be added for the final destination in the interest of time and not having to defuel and refuel the #1 tank. Captain flew the first leg and felt that the airplane was difficult to trim up properly but was unsure of what the exact nature of the problem was due to short 15 minute flight. First officer had flown aircraft on previous leg and stated the airplane flew a little crooked. Aircraft was loaded before the second leg with no fuel upload; thus no defuel and refuel of tank #1. Blocked out but had to return to gate due to multiple landing lights inoperative and no MEL relief. After 3 hour delay [we] departed again with first officer flying leg. Still had difficulty trimming aircraft up properly and stated that the airplane felt much worse this time than his previous leg. Had to put 2 units of left aileron trim in and one unit of left rudder trim; to get the aircraft somewhat trimmed up. After approximately one hour of flight en route; the forward boost bump low pressure light illuminated in the number one tank. Soon thereafter; the aft boost pump low pressure light illuminated also. The crossfeed was immediately opened; followed by compliance with the quick reference handbook procedures. Captain spoke to center and elected to divert due to weather and close proximity. Uneventful landing by captain; with approximately 10;900 lbs of gas in tanks #2 and #3. After block-in; maintenance attempted to transfer fuel out of #1 tank to see if there was any fuel remaining. We concluded that there was almost no fuel as the total fuel in tanks number #2 and #3 remained unchanged at 10;900 lbs after tank #1 defueled. During the debrief; we reviewed the fuel service form and discovered some discrepancies that had gone unnoticed. The total fuel quantity block showed 36;000 lbs which was the amount we were supposed to have been released with. However; the total computed fuel block showed a total of 30;000 lbs; 6;000 lbs less than our release fuel. Also; the total metered gallons of 2;245 were approximately 900 gallons short of what should have been metered to get our fuel upload to 36;000 lbs. In the remarks section; known quantity from truck; #1 tank fuel 770 gallons; 11.5(k) lbs equates to only 5;236 lbs; not the 11;500 lbs we should have had in tank #1. Lessons learned: carefully review fuel service form on each leg. In the instance of an inoperative fuel gauge; an extra set of eyes on the fuel service form would be a prudent and precautionary course of action.

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Original NASA ASRS Text

Title: A B727's number one fuel tank which had its quantity gauge MEL'ed ran dry of fuel in flight because the fueler failed to upload the proper quantity. The crew then failed to see that fuel report in gallons did not equate to the pounds needed.

Narrative: Number 1 tank fuel gauge inoperative and MEL'ed. #1 tank was defueled and was supposed to be refueled to a known quantity of 11;500 lbs. The MEL required maintenance to sign off that they had refueled the #1 tank to the known quantity of 11;500 lbs which they complied with. The total fuel was supposed to be 36;000 lbs; this was indicated on the weight and balance. The large amount of fuel on board for the first leg's short flight was so that no fuel would have to be added for the final destination in the interest of time and not having to defuel and refuel the #1 tank. Captain flew the first leg and felt that the airplane was difficult to trim up properly but was unsure of what the exact nature of the problem was due to short 15 minute flight. First Officer had flown aircraft on previous leg and stated the airplane flew a little crooked. Aircraft was loaded before the second leg with no fuel upload; thus no defuel and refuel of tank #1. Blocked out but had to return to gate due to multiple landing lights inoperative and no MEL relief. After 3 hour delay [we] departed again with First Officer flying leg. Still had difficulty trimming aircraft up properly and stated that the airplane felt much worse this time than his previous leg. Had to put 2 units of left aileron trim in and one unit of left rudder trim; to get the aircraft somewhat trimmed up. After approximately one hour of flight en route; the forward boost bump low pressure light illuminated in the number one tank. Soon thereafter; the aft boost pump low pressure light illuminated also. The crossfeed was immediately opened; followed by compliance with the Quick Reference Handbook procedures. Captain spoke to Center and elected to divert due to weather and close proximity. Uneventful landing by Captain; with approximately 10;900 lbs of gas in tanks #2 and #3. After block-in; maintenance attempted to transfer fuel out of #1 tank to see if there was any fuel remaining. We concluded that there was almost no fuel as the total fuel in tanks number #2 and #3 remained unchanged at 10;900 lbs after tank #1 defueled. During the debrief; we reviewed the Fuel Service Form and discovered some discrepancies that had gone unnoticed. The total fuel quantity block showed 36;000 lbs which was the amount we were supposed to have been released with. However; the total computed fuel block showed a total of 30;000 lbs; 6;000 lbs less than our release fuel. Also; the total metered gallons of 2;245 were approximately 900 gallons short of what should have been metered to get our fuel upload to 36;000 lbs. In the remarks section; known quantity from truck; #1 tank fuel 770 gallons; 11.5(k) lbs equates to only 5;236 lbs; not the 11;500 lbs we should have had in tank #1. Lessons Learned: Carefully review fuel service form on each leg. In the instance of an inoperative fuel gauge; an extra set of eyes on the fuel service form would be a prudent and precautionary course of action.

Data retrieved from NASA's ASRS site as of April 2012 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.