Date: 201602
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Light: Night
Aircraft: MD-80 Series (DC-9-80) Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
Aircraft component: Fuel Booster Pump
Component problem: Improperly Operated
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP)
Human factors: Time Pressure; Distraction; Situational Awareness
Second reporter function: First Officer; Pilot Not Flying
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural MEL / CDL; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Fuel Issue
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Overcame Equipment Problem
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: Upon Arrival to aircraft it was noticed that the FWD RIGHT FUEL TANK BOOST PUMP circuit breaker tripped. After notifying maintenance of the write up; they MEL'd the FWD right tank boost pump. It wasn't realized at the time; but maintenance turned off the AFT right fuel tank boost pump in accordance with the maintenance procedures and placed the yellow inop sticker next to it. Enroute after the center tank fuel was exhausted; the right inlet fuel press low light illuminated. This was obviously because the good boost pump was turned off and the MEL sticker was placed directly next to it. We ran the associated QRH and proceeded in the descent to our destination and landed safely without incident. The fuel burn and quantity was also indicating normal. After landing; I wrote up the problem only to realize after what had transpired. The MEL was correctly applied but was incorrectly administered and double checked. I failed to catch the mistake. Double checking what exactly is being done and the actions being taken. Cross referencing myself to make sure what is being done.


Second narrative: During the preflight inspection it was noted that the FWD right fuel pump circuit breaker was tripped; and that the FWD right fuel pump did not test satisfactorily. Maintenance was notified; and they applied MEL 28-01. Maintenance control proceeded to set the associated fuel pump to off; open and collar the associated fuel pump circuit breaker; and place the 'inop' sticker next to the AFT right fuel pump. It was not noticed at this time that maintenance turned off the AFT right fuel pump; as well as placed the sticker next to the AFT pump instead of the FWD right fuel pump. They did however open and collar the FWD right circuit breaker. During cruise after the center fuel tanks have been exhausted; the 'R Inlet Fuel Pressure Low' light illuminated. The PM complied with QRH for the 'Inlet Fuel Pressure Low' annunciation. Normal fuel burn was observed from this point for the remainder of the flight; and the flight continued to FAR under the agreement of the CA; FO; dispatcher; and maintenance control. It wasn't until after the flight that the crew noticed that the MEL was administered incorrectly. The captain and first officer; once coming to realization of what happened; debriefed the event; contacted dispatch; maintenance and the duty pilot.It is very important for crews to display very thorough attention to detail. Although it is the job of maintenance to apply an MEL; it the responsibility of the flight crew to verify that the MEL is correct; the aircraft is configured properly; and that the MEL applied makes sense and is safe. This event occurred after already returning to the gate due to a different maintenance discrepancy on a different aircraft; and this was our second aircraft. It is probable that the sequence of events may have led the crew to feeling somewhat rushed to pushback and make up some of the lost time; however crews should always take their time to ensure that all MEL's and everything necessary for safety of flight was properly completed and that it makes sense. It is a good learning experience and wakeup call that everybody needs to cross-check all paperwork. It should be stressed to all crews that not only is it important that the MEL is correctly reflected on the paperwork; but also that the aircraft is properly configured for the appropriate MEL.

Second callback: The reporter indicated that fuel feed continued from the right wing tank through the engine driven suction fuel pump.

Synopsis: MD-80 flight crew reported the misapplication of a fuel boost pump MEL resulting in both boost pumps inoperative in the right wing tank. Fuel continued to feed the engine from the right tank through the engine driven fuel suction pump.