AN SF340 WAS DISPATCHED WITH ONE MAIN FUEL QUANTITY INDICATOR INOP PER THE MEL. AT NEXT STATION CREW WAS NOT SURE OF FUELING PROC. DEPLANED PAX AND FERRIED THE ACFT TO A MAINT FACILITY.

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WE DEPARTED ZZZ1 FOR ZZZ IN JULY IN ACFT. THE DEP WAS LATE DUE TO US MONITORING THE FUELING AND SPEAKING WITH MAINT CTL CONCERNING MEL'S 28-09 AND 28-10. AS FAR AS I KNOW WE DEPARTED FOR OUR DEST IN COMPLIANCE WITH BOTH MEL'S. WHEN WE ARRIVED AT ZZZ WE DID NOT FEEL COMFORTABLE WITH THE REFUELING PROCESS. WHEN WE ARRIVED AT ZZZ2 WE OPENED THE INTERCONNECT VALVE TO LEVEL THE FUEL SINCE WE HAD ONE WORKING FUEL GAUGE THINKING THAT ONCE THE FUEL HAD A CHANCE TO LEVEL IN BOTH TANKS WE COULD BETTER ESTIMATE THE AMOUNT OF FUEL WE WOULD NEED TO ADD BY REFING THE WORKING GAUGE AND THE FUEL DIPSTICK ON THE NON-WORKING (L) FUEL TANK. BUT THEN THE INTERCONNECT VALVE BLEW A FUSE WHEN WE TRIED TO CLOSE IT AND THE DIPSTICK IN THE WING WAS INDICATING GREATER THAN 10 ON THE DIPSTICK INDEX AND SINCE WE DID NOT KNOW HOW MUCH MORE FUEL HAD XFERRED AND THE STATUS OF THE CONNECT VALVE WE OPTED TO DEPLANE THE PAX; TOP OFF BOTH FUEL TANKS SO WE KNEW EXACTLY HOW MUCH FUEL WAS IN THE ACFT AND FLEW BACK THE NEXT MORNING CREW ONLY AFTER A MECH CAME DOWN AND VERIFIED THAT THE INTERCONNECT VALVE WAS IN THE CLOSED POS.