Narrative:

MEL 24-X-xx was applied to our aircraft. During review of the paperwork; the captain noted that the #1 generator was or should be disconnected. The captain and I observed that the safety wire of the red guarded switch was broken; but that there was no other indication that the generator was actually disconnected. The captain contacted dispatch and maintenance control to query if the generator had been disconnected or not. The captain was informed that steps of the MEL had been complied with based on the brief writeup in the logbook. During the before takeoff checklist and the descent checklist; we noticed that 'elec' did not remain illuminated when pressing the master caution recall. During flight I observed a couple of light bulbs laying on the center control pedestal that we determined were from the number 1 gen off bus light. According to the MEL the bulbs were to be removed from the gen off bus and the drive lights; but the bulbs were still in the drive light. Based on these discrepancies; we contacted local company maintenance once we landed in ZZZ. The maintenance representative had us conduct an engine run and attempt to bring the generator online. The generator connected and indicated normal parameters.a review of the MEL language and possible rewrite to make it easier to follow and comply with. The MEL referenced pushing a button to disconnect the generator; when on this aircraft it is a toggle switch. There should be a simple method for maintenance and or the [flight crew] to verify that a generator is truly disconnected when it is supposed to be. In this case here; my concern during the flight was that we had a bad generator (based on the logbook writeup and the MEL) still connected to the engine with the potential to cause more harm.

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Original NASA ASRS Text

Title: B737 flight crew reported discovering an improperly deferred maintenance item; resulting in maintenance action upon arrival.

Narrative: MEL 24-X-XX was applied to our aircraft. During review of the paperwork; the Captain noted that the #1 generator was or should be disconnected. The Captain and I observed that the safety wire of the red guarded switch was broken; but that there was no other indication that the generator was actually disconnected. The Captain contacted Dispatch and Maintenance Control to query if the generator had been disconnected or not. The Captain was informed that steps of the MEL had been complied with based on the brief writeup in the logbook. During the Before Takeoff Checklist and the Descent Checklist; we noticed that 'ELEC' did not remain illuminated when pressing the Master Caution recall. During flight I observed a couple of light bulbs laying on the center control pedestal that we determined were from the number 1 GEN OFF BUS light. According to the MEL the bulbs were to be removed from the GEN OFF BUS and the DRIVE lights; but the bulbs were still in the DRIVE light. Based on these discrepancies; we contacted local Company Maintenance once we landed in ZZZ. The Maintenance Representative had us conduct an engine run and attempt to bring the generator online. The generator connected and indicated normal parameters.A review of the MEL language and possible rewrite to make it easier to follow and comply with. The MEL referenced pushing a button to disconnect the generator; when on this aircraft it is a toggle switch. There should be a simple method for Maintenance and or the [flight crew] to verify that a generator is truly disconnected when it is supposed to be. In this case here; my concern during the flight was that we had a bad generator (based on the logbook writeup and the MEL) still connected to the engine with the potential to cause more harm.

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.