Narrative:

Aircraft X arrived in ZZZ with a discrepancy of 'right engine fuel pressure circuit breaker popped in-flight.' on taxi in, advised the flight crew if they could try and reset the circuit breaker. They did and said it popped again. After conferring with maintenance control, we determined that this indication was for maintenance only seen on the maintenance performance page. After checking the cannon plug on the engine and securing the cannon plug back on the transmitter, I inoperative'ed the system by pulling and collaring the circuit breaker. I entered what I did in the aircraft logbook but did not enter that I pulled and collared the circuit breaker. There is also some discussion on if there was proper authority/authorized per the MEL and the fault isolation manual if this system could be put on mco per the technical operations policies and procedures. Per the B767 flight manual, maintenance level messages do not affect the airworthiness of the aircraft. Therefore, it is felt that lack of a maintenance message or indication should also not affect the airworthiness of the aircraft. I still feel that the lack of this particular indication did not affect the airworthiness of the aircraft since it is only used for maintenance troubleshooting only. Also, I was at fault for not putting in the text of the signoff that I had pulled and collared the circuit breaker for this system.

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Original NASA ASRS Text

Title: A B767 WAS DISPATCHED IN NON COMPLIANCE WITH A R ENG FUEL PRESSURE INDICATOR DEFERRED AS INOP PER THE MEL. METHOD OF INOP PROC NOT ENTERED IN DEFERRED ITEM TEXT.

Narrative: ACFT X ARRIVED IN ZZZ WITH A DISCREPANCY OF 'R ENG FUEL PRESSURE CIRCUIT BREAKER POPPED INFLT.' ON TAXI IN, ADVISED THE FLT CREW IF THEY COULD TRY AND RESET THE CIRCUIT BREAKER. THEY DID AND SAID IT POPPED AGAIN. AFTER CONFERRING WITH MAINT CTL, WE DETERMINED THAT THIS INDICATION WAS FOR MAINT ONLY SEEN ON THE MAINT PERFORMANCE PAGE. AFTER CHKING THE CANNON PLUG ON THE ENG AND SECURING THE CANNON PLUG BACK ON THE XMITTER, I INOP'ED THE SYS BY PULLING AND COLLARING THE CIRCUIT BREAKER. I ENTERED WHAT I DID IN THE ACFT LOGBOOK BUT DID NOT ENTER THAT I PULLED AND COLLARED THE CIRCUIT BREAKER. THERE IS ALSO SOME DISCUSSION ON IF THERE WAS PROPER AUTH PER THE MEL AND THE FAULT ISOLATION MANUAL IF THIS SYS COULD BE PUT ON MCO PER THE TECHNICAL OPS POLICIES AND PROCS. PER THE B767 FLT MANUAL, MAINT LEVEL MESSAGES DO NOT AFFECT THE AIRWORTHINESS OF THE ACFT. THEREFORE, IT IS FELT THAT LACK OF A MAINT MESSAGE OR INDICATION SHOULD ALSO NOT AFFECT THE AIRWORTHINESS OF THE ACFT. I STILL FEEL THAT THE LACK OF THIS PARTICULAR INDICATION DID NOT AFFECT THE AIRWORTHINESS OF THE ACFT SINCE IT IS ONLY USED FOR MAINT TROUBLESHOOTING ONLY. ALSO, I WAS AT FAULT FOR NOT PUTTING IN THE TEXT OF THE SIGNOFF THAT I HAD PULLED AND COLLARED THE CIRCUIT BREAKER FOR THIS SYS.

Data retrieved from NASA's ASRS site as of July 2007 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.