Date: 201204
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Light: Daylight
Aircraft: A300
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Parked
Aircraft component: Fuel Quantity-Pressure Indication
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Second reporter function: Captain; Pilot Flying
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Fuel Issue
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Result: Flight Crew Became Reoriented; General Maintenance Action
Contributing factors: Aircraft; Human Factors
Primary problem: Human Factors

Narrative: Departing with an inoperative fuel gauge; right inner (RI) on an A-300. MEL 24-42-01 (Inner Wing Tank Fuel Quantity Indication System RT Inner Inoperative) was read and complied with to include checking the logbook for entry verifying that the right inner was fueled to a known quantity. The left outer; left inner and right outer gauges were operating normally and were indicating 8.2; 13.0 and 8.3 respectively. The logbook entry and fuel service form verified the right inner quantity at 12.8. The Fuel Service Form (FSF) indicated the after fueling numbers cited above for a total of 42.3. In the remarks section of the FSF was a note that the right inner was fueled with 1;911 gallons which at a 6.7 density is 12;803 LBS. At this point we were satisfied that we had the required fuel on board because the operating fuel gauges plus the logbook verified fuel added up to our required fuel of 42.0. We called Maintenance with a question about the note in the MEL regarding the dash in the right inner quantity indicator. When he showed at the aircraft; he stated the right inner was verified to be fueled to a known quantity. We departed and I was the pilot not flying. Prior to top of descent; we noticed the right inner fuel valve had closed indicating the right inner was out of fuel. The right engine started to be fed from the right outer tank. The left inner still had about 5.0 remaining. To prevent a fuel imbalance we fed both engines from the left inner tank until it was empty. We calculated that we had enough fuel in the remaining tanks (left outer; left inner and right outer) to arrive at our destination with 10.5 versus 14.5 planned and proceeded to our destination and landed with approximately 10.4. Upon landing at our destination; Maintenance verified that the right inner tank was indeed empty. We concluded that we departed with less than 12.8 in the right inner tank. It appears that the fueler somehow allowed fuel to transfer out of the right inner tank after or while fueling it. The logbook and FSF both stated we had 12.8 in the right inner tank; but due to the fact we still had 5.0 in the lift inner tank when the right inner fuel valve closed en route; we concluded we did not have 12.8 in the right inner. More education and training for all parties involved; more discussion during training/IOE/hot topics about inoperative gauges and ways to catch mistakes.


Second narrative: Have Maintenance verify by a means other than by the FSF after fueling is complete that the tank in question has the required fuel. Then have the crew verify by total gallons metered added to the before fueling numbers to verify TOTAL fuel on board; THEN verify the tank quantity in question by the logbook.


Synopsis: A300 flight crew reports being dispatched with the right inner fuel gauge inoperative with the fueler verifying that 12.8 thousand pounds of fuel were loaded in the RI tank for a total fuel load of 42.3. Prior to top of descent; it is noticed the right inner fuel valve has closed indicating the RI was out of fuel.