Narrative:

After takeoff from ord during our after takeoff checklist; we noticed the right bleed air indicator was showing 4 psi. The left indicator was deferred inoperative; which requires the right one to work. We called dispatch/maintenance to see if we can continue to ZZZ; or if we have to return to ord. While talking to maintenance; we noticed that the cabin pressure is climbing off schedule at 700 FPM above 7500 ft and should be at 6000 ft for our cruise altitude of FL320. Per the flight manual we switched the packs to high and the cabin pressure returned to normal. We looked at the circuit breakers to see if everything was normal. We noticed that the #2 reverser circuit breakers were pulled and collared; but the #1 reverser was deferred. Maintenance advised us not to use any reversers on landing. An uneventful landing was made in ZZZ. Callback conversation with reporter revealed the following information: the reporter stated that it was only after the circuit breaker panel was checked in an attempt to rectify the bleed air problem; that it was discovered the reverser circuit breakers were pulled and collared. Unfortunately; the circuit breakers were pulled for the operating engine reverser; not the deferred reverser. After discussing the anomaly with both dispatch and maintenance; it was concluded that sufficient runway was available at the destination airport for planning the landing without reverse thrust; so the flight continued.

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Original NASA ASRS Text

Title: B737-300 WAS DISPATCHED WITH ONE BLEED AIR INDICATOR AND THE #1 ENG REVERSER DEFERRED INOP. AFTER TKOF; A PRESSURIZATION PROBLEM DEVELOPED AND THE FLT CREW THEN DISCOVERED THAT THE WRONG CIRCUIT BREAKERS WERE COLLARED FOR THE INOP REVERSER.

Narrative: AFTER TKOF FROM ORD DURING OUR AFTER TKOF CHKLIST; WE NOTICED THE R BLEED AIR INDICATOR WAS SHOWING 4 PSI. THE L INDICATOR WAS DEFERRED INOP; WHICH REQUIRES THE R ONE TO WORK. WE CALLED DISPATCH/MAINT TO SEE IF WE CAN CONTINUE TO ZZZ; OR IF WE HAVE TO RETURN TO ORD. WHILE TALKING TO MAINT; WE NOTICED THAT THE CABIN PRESSURE IS CLBING OFF SCHEDULE AT 700 FPM ABOVE 7500 FT AND SHOULD BE AT 6000 FT FOR OUR CRUISE ALT OF FL320. PER THE FLT MANUAL WE SWITCHED THE PACKS TO HIGH AND THE CABIN PRESSURE RETURNED TO NORMAL. WE LOOKED AT THE CIRCUIT BREAKERS TO SEE IF EVERYTHING WAS NORMAL. WE NOTICED THAT THE #2 REVERSER CIRCUIT BREAKERS WERE PULLED AND COLLARED; BUT THE #1 REVERSER WAS DEFERRED. MAINT ADVISED US NOT TO USE ANY REVERSERS ON LNDG. AN UNEVENTFUL LNDG WAS MADE IN ZZZ. CALLBACK CONVERSATION WITH RPTR REVEALED THE FOLLOWING INFO: THE REPORTER STATED THAT IT WAS ONLY AFTER THE CIRCUIT BREAKER PANEL WAS CHECKED IN AN ATTEMPT TO RECTIFY THE BLEED AIR PROBLEM; THAT IT WAS DISCOVERED THE REVERSER CIRCUIT BREAKERS WERE PULLED AND COLLARED. UNFORTUNATELY; THE CIRCUIT BREAKERS WERE PULLED FOR THE OPERATING ENG REVERSER; NOT THE DEFERRED REVERSER. AFTER DISCUSSING THE ANOMALY WITH BOTH DISPATCH AND MAINT; IT WAS CONCLUDED THAT SUFFICIENT RWY WAS AVAILABLE AT THE DEST ARPT FOR PLANNING THE LNDG WITHOUT REVERSE THRUST; SO THE FLT CONTINUED.

Data retrieved from NASA's ASRS site as of January 2009 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.