A300
Flight Crew Air Transport Pilot (ATP)
Confusion
Aircraft Equipment Problem Critical; Inflight Event / Encounter Fuel Issue
Air Traffic Control Provided Assistance; Flight Crew Diverted; Flight Crew Landed in Emergency Condition; Flight Crew Landed As Precaution
Aircraft
During the descent into ZZZ at FL180 we received an ECAM (Electronic Centralized Aircraft Monitoring) warning and a Low Level Fuel light on the overhead panel for the Left Outer wing. The left outer wing showed approximately 8;100 lbs. The right outer wing showed approximately 8;200 lbs. All other tanks showed 0 lbs. and the total was approximately 16;000 lbs. We consulted the fuel ticket from ZZZ. We had uploaded approximately 43;000 lbs. for a total of 60;000 lbs. at block out. We had burned approximately 40;000 lbs. at this point. We consulted the QRH and determined that we may have an fuel indication problem and low on fuel. The recent Airbus fuel problem was also on my mind. We [contacted] Approach and asked for vectors to ZZZ1. ZZZ1 was the closest suitable airport to us at approximately 25 miles to our right. We did a high speed descent and approach to RWY 24 at ZZZ1. The Captain kept us high and fast just in case of a flame out. The low level fuel light and ECAM remained on until we landed. The landing and taxi in to the blocks was uneventful. The Captain wrote the discrepancy in the maintenance log book. We debriefed each other and maintenance personnel in ZZZ1. What caused this event was a fuel indication problem.
On the descent into ZZZ everything was normal until at approximately 19000 ft we received a Chime and ECAM (Electronic Centralized Aircraft Monitoring) Fuel Low Level warning; this was accompanied by the Low Level Light on the overhead for the left outer fuel tank. These lights illuminate at 1985 lbs of fuel quantity remaining and that is approximately 10 minutes flight time. The FO (First Officer) accomplished the QRH Procedure and immediately reviewed the fuel slips and it showed the truck had uploaded approximately 42000 lbs of fuel to reach our total load of 60000 lbs. I know from experience that the Aircraft burns approximately 12000 the first hour and 10000 each hour thereafter and we were just over 4 hours into the flight. The combination of the known quantity of fuel from the fuel truck being already burned and the illumination of the low level light lead us to divert to ZZZ1. Also; the recent problem an aircraft with the fuel system failing and having false quantity indications was going through my mind. I had selected the closest airports tile on the FCP when we first received the ECAM and ZZZ1 was just off the right wing at around 30 miles. I had also called up the ZZZ1 Weather on ACARS and it was above VFR and calm winds.We informed Center of our [situation] and I immediately turned towards ZZZ1 and departed 16000 ft. We gave Center our info and stated we would not be honoring the 250 kts below 10000 limit. We followed the QRH Procedure; we however left the cross feed closed due to uncertain fuel quantity's and then focused on safely landing the aircraft. We kept the speed up and stayed slightly high because we wanted to be able to trade either one for airspeed if the engines started to roll back. We broke through the overcast at approximately 4500 ft about 2 miles abeam the marker. The FO had loaded the frequency and course into the ILS and gave me the length of the runway which I already knew was long enough because I had landed at ZZZ1 before in a similar aircraft. I told the FO to tell Approach we would be doing a tight descending left turn to landing as we were about 1500ft high needed to bleed off airspeed. I disconnected the autopilot and kept the turn tight while descending; slowing; configuring and accomplishing appropriate check lists. We intercepted final right outside the FAF stayed slightly fast and above glide slope again on purpose in case of engine fuel exhaustion. We landed uneventfully and taxied to ramp; time from decision to landing was about 9 minutes. The low level light and ECAM warning stayed on for the whole descent and went out after landing when the aircraft was sitting level. We shutdown; debriefed and then I called dispatch; the duty officer and entered the event in the logbook. The FO did an outstanding job staying focused and adapting to a non-normal high speed arrival; checklist operations and keeping the big picture of just landing the aircraft safely.
While in the descent; an A300 flight crew received an ECAM warning and low fuel light along with contradicting fuel level indications. The Captain elects to divert due to the aircraft's past history of false fuel quantity indications.