THE CAPT REALIZED AFTER IT WAS TOO LATE THAT HE SHOULD HAVE MADE AN ENTRY IN THE LOGBOOK INDICATING THAT HE HAD ACCOMPLISHED THE REQUIRED PROCS ASSOCIATED WITH THE MEL.

Narrative

RIGHT FUEL GAUGE INOP. MEL PROC REQUIRES A PLT OBSERVE DRIPPING THE TANK. ACFT ALREADY FUELED; BUT INCORRECTLY. SO I CALLED MAINT BACK OUT AFTER FUEL WAS ADDED AND WE DRIPPED #2 TANK AGAIN. ALSO ASKED THAT OIL BE ADDED TO #2 ENG. BY THIS TIME WE WERE CLOSE TO PUSH TIME. HAD TO RECALL MAINT TO NOTE THE AMOUNT OF OIL ADDED IN LOGBOOK; BUT MEL ENTRIES ON FUEL ARE CAPT'S RESPONSIBILITY. THERE WAS ADDITIONAL CONFUSION ON THE FLT DECK REGARDING OUR FINAL WT AND BAL PAPERWORK AND THEN THE PUSH PROC FROM A GATE ON A CONCOURSE WE RARELY USE (I'VE NEVER PUSHED FROM THE GATE IN 7 1/2 YRS WITH THIS AIRLINE). HAD TO BE BRIEFED WITH GND CREW. END RESULT: EVERYTHING WAS DONE SAFELY AND PER FAA AND COMPANY PROC. FLT WAS UNEVENTFUL BUT I FORGOT TO ENTER IN THE LOGBOOK THE FACT THAT THE MEL PROC HAD BEEN ACCOMPLISHED! WE BLOCKED IN AT DEST AT 07 LCL AND; AS WITH MOST 'RED-EYE' FLYING MADE FOR THE RON HOTEL ASAP. LOGBOOK ENTRIES NOT MADE! FACTORS: FATIGUE (99 HRS 2 MIN 'HARD TIME' IN 30 DAYS). BACK SIDE OF CLOCK (BEEN DOING THESE FOR 21 MONTHS; BUT YOU'RE ALWAYS TIRED). 'HURRY UP' SYNDROME ( WANTED TO PUSH ON TIME DESPITE SEVERAL INTERRUPTIONS TO NORMAL FLOW). MEL DISCREPANCIES (OUR LINE IS CARRYING MORE THAN WE HAVE IN THE PAST). FAA (PAPERWORK IS MORE IMPORTANT THAN GOOD JUDGEMENT AND SAFE FLYING).