Q400
Flight Crew Air Transport Pilot (ATP)
Workload; Time Pressure; Communication Breakdown
Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural MEL / CDL; Deviation / Discrepancy - Procedural Published Material / Policy
Flight Crew FLC complied w / Automation / Advisory; General Maintenance Action
Environment - Non Weather Related; Human Factors; MEL; Manuals; Procedure; Weather; Aircraft
I am a Check Airman and was working with a new hire FO on his first day of IOE. Our second leg involved an aircraft swap. We had arrived late in another aircraft so this put us even more delayed after our aircraft swap. We arrived at our new aircraft; and began preflight preparations. Since I had not yet had the opportunity to train/check the FO on the preflight checks task; I had to accomplish the FO's preflight in addition to my own duties as Captain. I was informed by the ramp staff that our aircraft had a fuel quantity indicator on MEL; but the others worked so fueling shouldn't cause too much additional delay and the fueler had been called and was on his way. We loaded our gear and settled in to our pre departure tasks. Since we were late; there was a real rush by the ground crew to get us out. Before I could dig in the maintenance logbook and reference the MEL procedures; we began boarding. The MEL looked as we had been told; there was 1 fuel quantity indicator on MEL. This is a relatively simple MEL. Fueler showed up; fueled the aircraft; and left.Then we received our paperwork and to my extreme disappointment; all fuel quantity indicators were deferred! This adds a tremendous complexity to the operation now. The MEL guidance is to magna stick the tanks; then only fuel via the over wing method. Single point operation is prohibited with this MEL. Had I had my paperwork before boarding; we could have had a better plan in place before boarding passengers. We had already started the APU; as it was raining very hard and the passengers had to walk a good distance to the aircraft in the rain so I wanted to provide not only a warm; but dry air to the cabin to help provide a higher comfort level.My first round with the magna sticks indicated we were 200 LBS short of our minimum total for departure. This required a call to Operations and Dispatch to inform them of our inadequate fuel supply; and the need for additional fuel; and to inform them of our limitations due to the MEL. Operations informed us the fuelers were done for the night and on their way home. They told me they would do their best to get them to return. Approximately 30-40 minutes later; the fuel truck arrived. Single point truck. Need a truck with over wing fueling capability. So now fueler needs to swap trucks. This takes another 20 minutes to accomplish. Once the proper truck arrives; then we fuel the aircraft. Once we were fueled; we then took another 20 minutes for flight deck preparations then departed 2 hours late. The reason for this report is that when we were completing fueling; I realized that per the aircraft limitations; we are prohibited from over wing fueling with the APU in operation.In my review of the MEL procedure; it lists the limitations for the MEL; however doesn't mention the over wing fueling limitation. I was informed by the maintenance controller on duty that evening that the MEL procedure had recently changed; and in his opinion had added much complexity to the procedure. The previous MEL for fuel quantity indicators I believe included such a list of the limitations. In my high workload mental state; I simply did not recall the over wing fueling limitation with the APU until we were nearly completed fueling; but by then it was too late.Being a check airman conducting IOE is a high threat operation. I have no other pilot to defer any tasks to nor really rely on for backup. I am essentially operating as a single pilot. Add to that weather; delayed operations; aircraft swap; then a complex MEL with many requirements and limitations; and it's a set up to erode optimal threat and error management. I was task saturated; not to mention water saturated from the continuous downpour weather that I had to operate in. Many trips out of the aircraft to dipstick the tanks; return to the flight deck; decide the required fuel quantity; then work with new hire FO to keep preflight preparations moving forward; back outside; confer with ramppersonnel; wait for the fueler; wrong fuel truck; PA to passengers; brief the flight attendants; 90 plus minutes late; get fuel; stick tanks again; return to flight deck; shed soaking wet coat and hat; get in my seat; complete originating and before start tasks with an FO's second leg in an airplane. All of that is busy for one flight. We also had moderate to potentially severe weather enroute and at destination so that was on my mind as well.I was simply too overloaded to effectively manage the threats of that flight. With no backup due to my single pilot status; there was no one to check my work. I am usually very effective checking my own work; but I do make errors and when I operate with a qualified FO; I appreciate when they call my errors out to me. On IOE; I do not have that luxury. This night was simply too much for a single pilot to effectively manage the threats.Another item I want to bring to attention here. The Q400 FSM list the APU limitations. Over wing fueling is worded as 'Gravity Fueling'. The term on the line is Over Wing Fueling. 'Gravity Fueling' is not in my vocabulary beyond every year when I am studying for my Continuing Qualification (CQ) Oral. I suggest the limitation wording be changed to 'No Over Wing Fueling' I simply don't think in terms of 'gravity fueling'.The MEL for the pressure fueling system does loud and clear state no APU with over wing fueling. The MEL also refers to the operation as 'over wing fueling'.Another reason I missed the APU limitation is that there was an additional MEL for the Pressure Refuel System in the Logbook; but I was so focused on the fuel quantity indicator MEL that I failed to notice that additional MEL. Had I referenced that MEL procedure; I believe I would have noticed the limitation and operated accordingly.
A Q400 Check Airman on initial IOE with a new First Officer had a complex fuel indication MEL. Different terminology between flight manual and MEL regarding 'gravity fueling' and 'overwing fueling' and APU operation.