Originally Posted by
iaflyer
A few years ago the feds were all up in arms about crews resetting CBs willy-nilly. Now you can reset a CB once if the Captain determines if the CB has an significant impact on safety.
Usually when something goes wrong, first thing is to check for CBs out. Now the CB that was popped on the LOT 767 was in a hard to see spot that might be blocked by a flight bag. (another reason for EFBs!)
The biggest problem the crew might have was the decision to undertake a ETOPS flight after the loss of the main hydraulic system on the 767. Had they decided to abort the flight they would have had 10 hours to figure out why the gear did not come down. More then likely they would have dropped the gear right away to help burn off fuel. Had they had another problem enroute such as a engine failure or even medical abort they would have had a very complex situation. As far as the checklist directing you to check CB's you can't write everything into a checklist. There has to be some degree of common sense. Anytime a electrical system fails the first place you look is at the breakers if things are not time critical. I once had a 767 turn into a big 152 after a critical breaker popped. The first place all 3 of us decided to look was the breakers.