Narrative:

Weekday night; our thru-flight arrived about xa:00 pm. The pilot had a write-up; left inner tank # 1 fault; no reset. When we were investigating; we found the circuit breaker (C/B) for the left inner tank # 1 popped. Trying to make time constraints and get the flight out on time; we reset the C/B and it popped again. We wanted to isolate the problem and disconnected the canon plug from the left # 1 tank inner fuel pump. Reset the C/B and it stayed in. When the left # 1 inner tank fuel pump switch was turned 'on'; the C/B popped. We then decided not to reset it and find out what was causing it to pop. I was not as familiar with the general maintenance manual (gmm) 6-1-250 [dimensions/areas] pertaining to this matter as I thought. I have reviewed it carefully and thoroughly to prevent this from happening again. We were trying to solve this write-up in a timely and safely matter and were not trying to do anything wrong on purpose. The aircraft was not dispatched and was not going to be until the problem was fixed. We used our weekend layover aircraft to move the freight. Once again gmm 6-1-250 will be thoroughly reviewed and I will keep a copy of it close at hand. [Problem] possibly with older aircraft; wire fatigue and over time; wire broke down and caused circuit breaker to pop. Also avionic's technicians thought [wire] bundle was tied too tight with [electrical] wires rubbing together. We; aircraft line mechanics' have to keep up with many; many; many maintenance alerts. Could we possibly take a recurrency test on the maintenance alerts that are considered extremely important; although keep in mind they are all important. Also maybe make up a quick maintenance alert booklet; like the mechanic's quick trouble shooting (T/south) guide; containing the very critical alerts. Rain. Aircraft damage.

Related reports:

Google
 

Original NASA ASRS Text

Title: A Line Aircraft Maintenance Technician (AMT) reports a circuit breaker (C/B) for the left #1 fuel tank; inner fuel boost pump continued to pop; even with the cannon plug to the fuel pump disconnected on an A300 aircraft. Burned wires in a wire harness to the boost pump C/B were found at a tie-wrap installation in the avionics compartment.

Narrative: Weekday night; our thru-flight arrived about XA:00 PM. The pilot had a write-up; Left Inner Tank # 1 fault; no reset. When we were investigating; we found the Circuit Breaker (C/B) for the Left Inner Tank # 1 popped. Trying to make time constraints and get the flight out on time; we reset the C/B and it popped again. We wanted to isolate the problem and disconnected the Canon plug from the Left # 1 Tank Inner Fuel Pump. Reset the C/B and it stayed in. When the left # 1 Inner Tank Fuel Pump switch was turned 'On'; the C/B popped. We then decided not to reset it and find out what was causing it to pop. I was not as familiar with the General Maintenance Manual (GMM) 6-1-250 [Dimensions/Areas] pertaining to this matter as I thought. I have reviewed it carefully and thoroughly to prevent this from happening again. We were trying to solve this write-up in a timely and safely matter and were not trying to do anything wrong on purpose. The aircraft was not dispatched and was not going to be until the problem was fixed. We used our weekend layover aircraft to move the freight. Once again GMM 6-1-250 will be thoroughly reviewed and I will keep a copy of it close at hand. [Problem] possibly with older aircraft; wire fatigue and over time; wire broke down and caused Circuit Breaker to pop. Also Avionic's technicians thought [wire] bundle was tied too tight with [electrical] wires rubbing together. We; Aircraft Line Mechanics' have to keep up with many; many; many Maintenance Alerts. Could we possibly take a recurrency test on the Maintenance Alerts that are considered extremely important; although keep in mind they are all important. Also maybe make up a quick Maintenance Alert booklet; like the Mechanic's Quick Trouble Shooting (T/S) Guide; containing the very critical alerts. Rain. Aircraft damage.

Data retrieved from NASA's ASRS site and automatically converted to unabbreviated mixed upper/lowercase text. This report is for informational purposes with no guarantee of accuracy. See NASA's ASRS site for official report.