Narrative:

During my after start procedure; the corner of my eye caught the circuit breaker panel behind the captain's seat and I noticed that cbp-1; D2 'rccb; APU batt' was tripped. We received no indications of anything abnormal. No EICAS messages; nothing abnormal on the AC or dc synoptic pages. We were running behind because of an aircraft swap and we were working as hard as possible to get the flight moving as quickly as possible. I asked the captain if we could please take a few moments and contact maintenance control about the breaker. The captain spoke with the dispatcher and later maintenance control; who directed the captain to reset the circuit breaker and once it stayed back in; said that we were 'all set' and that 'some airplanes just do that during the power transfers.' looking back; I did not have a warm cozy feeling about this and I regret departing without a more appropriate resolution.I was not fully satisfied with the maintenance controller's directive as it was lacking appropriate diagnosis and formal corrective action. I felt pressured to depart from many sources; including my fellow crew; especially now having the 'blessing' of maintenance control. The flight was uneventful and the circuit breaker did not trip again until we arrived at our destination. When we arrived and when the power transferred from the engine generators to the APU during engine shutdown; the same breaker tripped again. The captain contacted maintenance control and once again they directed him to reset it. The captain petitioned the maintenance controller for a more official resolution and a logbook entry was made. Maintenance directed the captain to balance the entry with a corrective action; and while I don't remember the exact wording; it was essentially an info-only 'no action required per [maintenance control.]' frankly I find it unfathomable that maintenance control can not only allow; but encourage the continued operation of this aircraft in this condition. Maintenance control's failure to appropriately diagnose and correct the condition causing the circuit breaker to trip. Additionally; timely performance pressure from the operation and fellow crew members that rushed my decision making and failed to allow time for me to formulate an argument for why we should not be departing.investigate why maintenance control is giving directives to reset circuit breakers without first determining the cause in accordance with cfm ch. 4. Provide more clear guidance for crews who encounter similar situations; to educate us on whether we should refuse such directives from maintenance control or whether they are appropriate. Evaluate whether resetting circuit breakers outside of an established fault reset procedure with the intention of departing is safe; smart and legal.

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Original NASA ASRS Text

Title: CRJ-900 First Officer reported noncompliance to MEL and GMM procedures regarding the multiple resets of circuit breakers without proper maintenance action.

Narrative: During my after start procedure; the corner of my eye caught the circuit breaker panel behind the Captain's seat and I noticed that CBP-1; D2 'RCCB; APU BATT' was tripped. We received no indications of anything abnormal. No EICAS messages; nothing abnormal on the AC or DC synoptic pages. We were running behind because of an aircraft swap and we were working as hard as possible to get the flight moving as quickly as possible. I asked the Captain if we could please take a few moments and contact Maintenance Control about the breaker. The Captain spoke with the Dispatcher and later Maintenance Control; who directed the Captain to reset the circuit breaker and once it stayed back in; said that we were 'all set' and that 'some airplanes just do that during the power transfers.' Looking back; I did not have a warm cozy feeling about this and I regret departing without a more appropriate resolution.I was not fully satisfied with the Maintenance Controller's directive as it was lacking appropriate diagnosis and formal corrective action. I felt pressured to depart from many sources; including my fellow crew; especially now having the 'blessing' of Maintenance Control. The flight was uneventful and the circuit breaker did not trip again until we arrived at our destination. When we arrived and when the power transferred from the engine generators to the APU during engine shutdown; the same breaker tripped again. The Captain contacted Maintenance Control and once again they directed him to reset it. The Captain petitioned the Maintenance Controller for a more official resolution and a logbook entry was made. Maintenance directed the Captain to balance the entry with a corrective action; and while I don't remember the exact wording; it was essentially an info-only 'no action required per [Maintenance Control.]' Frankly I find it unfathomable that Maintenance Control can not only allow; but encourage the continued operation of this aircraft in this condition. Maintenance Control's failure to appropriately diagnose and correct the condition causing the circuit breaker to trip. Additionally; timely performance pressure from the operation and fellow crew members that rushed my decision making and failed to allow time for me to formulate an argument for why we should not be departing.Investigate why Maintenance Control is giving directives to reset circuit breakers without first determining the cause in accordance with CFM Ch. 4. Provide more clear guidance for crews who encounter similar situations; to educate us on whether we should refuse such directives from Maintenance Control or whether they are appropriate. Evaluate whether resetting circuit breakers outside of an established fault reset procedure with the intention of departing is safe; smart and legal.

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.