Narrative:

Upon preflight preparation it was noted that an MEL for cockpit lighting was on the [flight plan] but not in in the logbook. Upon review of the logbook a discrepancy was noted on day 1 for backlighting inoperative on the isle stand. On day 2 a logbook entry was made referencing this dmi (deferred maintenance item) number stating that 'the aircraft was not suitable for nighttime operations.' the MEL appeared to be cleared on day 3 stating operations check good by maintenance in the logbook.I called dispatch to inquire if the MEL on the flight plan was still open; and I was told that it was. I asked maintenance why the dmi was not on the logbook can; and they were unsure; but 'reopened' the dmi and placed a sticker on the can and on the panel for MEL 33-xx-xx; 'flight deck lighting.'during our flight deck preflight we noted the backlighting to be inoperative for the left VHF radio; the left audio panel; the ADF tuning panel; the ILS tuning panel; and the rudder and aileron trim panel. We determined that the aircraft was unsuitable for night operations and informed dispatch of our determination.a new proposed departure time of xa:55 was agreed upon to accommodate day time operations. Maintenance trouble shot the problem until xa:45; at which time I was able to return to the flight deck to resume departure preparations. At approximately xb:10 a load plan was presented to us. At xb:29 the logbook was returned to the flight deck; we then immediately started engines and blocked out at xb:32.it is questionable to that the dmi was cleared; but not really; especially after a previous crew had also determined that the aircraft was unsuitable for night operations. I received total support from the first duty pilot that was contacted; the second was neutral; and the third was putting pressure on me to take the airplane; suggesting I hold a flashlight; disregard the first officer's (first officer's) discomfort; and set the radios up prior to pushback. Maintenance control was also putting a lot of pressure on us to go; arguing that they use this deferral number all the time with no problems.there seems to be a definite trend in maintenance items being pushed aside; and a culture of move the jet at all cost at [company].

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Original NASA ASRS Text

Title: B767 Captain reported that due to cockpit lighting issues; the aircraft was not suitable for nighttime operations.

Narrative: Upon preflight preparation it was noted that an MEL for cockpit lighting was on the [Flight Plan] but not in in the logbook. Upon review of the logbook a discrepancy was noted on Day 1 for backlighting inoperative on the isle stand. On Day 2 a logbook entry was made referencing this DMI (Deferred Maintenance Item) number stating that 'the aircraft was not suitable for nighttime operations.' The MEL appeared to be cleared on Day 3 stating operations check good by Maintenance in the logbook.I called Dispatch to inquire if the MEL on the flight plan was still open; and I was told that it was. I asked Maintenance why the DMI was not on the logbook can; and they were unsure; but 'reopened' the DMI and placed a sticker on the can and on the panel for MEL 33-XX-XX; 'Flight Deck Lighting.'During our flight deck preflight we noted the backlighting to be inoperative for the left VHF radio; the left audio panel; the ADF tuning panel; the ILS tuning panel; and the rudder and aileron trim panel. We determined that the aircraft was unsuitable for night operations and informed Dispatch of our determination.A new proposed departure time of XA:55 was agreed upon to accommodate day time operations. Maintenance trouble shot the problem until XA:45; at which time I was able to return to the flight deck to resume departure preparations. At approximately XB:10 a load plan was presented to us. At XB:29 the logbook was returned to the flight deck; we then immediately started engines and blocked out at XB:32.It is questionable to that the DMI was cleared; but not really; especially after a previous crew had also determined that the aircraft was unsuitable for night operations. I received total support from the first duty pilot that was contacted; the second was neutral; and the third was putting pressure on me to take the airplane; suggesting I hold a flashlight; disregard the FO's (First Officer's) discomfort; and set the radios up prior to pushback. Maintenance control was also putting a lot of pressure on us to go; arguing that they use this deferral number all the time with no problems.There seems to be a definite trend in maintenance items being pushed aside; and a culture of move the jet at all cost at [company].

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.