EMB ERJ 170/175 ER/LR
Flight Crew Commercial; Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Communication Breakdown; Distraction; Time Pressure; Workload
Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy
General Maintenance Action
Logbook Entry; Procedure
We arrived at the aircraft and began our preflight. I checked all the required documents and completed the appropriate checklists to begin the day. I noted that there were no MEL stickers inside the airplane and no MEL'd items on the Dispatch release. During my checking of the logbook; we were interrupted by several things: our Dispatcher messaged us that there was currently an issue affecting some flights that was preventing crews from properly initializing with our employee ID numbers. We had to call Dispatch to manually confirm our fitness for duty and use alternate initialization procedures. During this time; we started the APU. From outside the aircraft; a Maintenance employee yelled at us to shut off the APU. We had no lasting abnormal indications but a less than one second flash of Remote CB Trip during the APU start. We checked the remote CB menu to find a message displaying 'No CB's Tripped'. In less than that span of time; the EICAS message had disappeared so we assumed it be a brief transient hiccup possibly from a bad power transfer from ground power to APU power.The Maintenance employee entered the cockpit and asked if we had any abnormal or fire indications. We were confused and told him no everything seemed normal. We informed him of the momentary (less than 1 second display) of Remote CB trip that flashed on the EICAS during the APU start but upon selecting the remote CB menu it displayed 'No CB's tripped'. I went outside to speak with the maintenance employee to inquire about his strange question. He mentioned the APU start appeared abnormal to him from outside the aircraft. I again told him we had no indications of fire or any abnormality but I mentioned the remote CB trip message that immediately disappeared. He informed me he had called Maintenance Control and that he was told everything was ok based on his description to them.I returned to the cockpit to finish my duties. I finished checking the logbook; once again noting no open write ups on the SDI; no MEL's on the release; and no stickers in the aircraft; with no remote CB's on the CB menu; with the APU operating normally. We operated our flight to ZZZ without event. Upon arriving in ZZZ; we were met by a Maintenance employee who informed us he was here to 'close the open write up'. I asked him what open write up? It was at this time I discovered that I had missed an open write up in the logbook stating 'Remote CB trip fuse' without any action taken section completed; and no SDI filled out. I realized due to the several distractions during the morning; I had not noticed the open write up. The remote CB write up was on a single logbook page including two other write ups; one for a ceiling light; and one for the successful completion of a service check. This remote CB entry was logged and dated at the same time as a service check which was; meaning the service check was deemed complete with an open write up in the logbook and no entry on the SDI. The ZZZ Maintenance Staff took note that our APU was successfully running and I again mentioned the brief display of Remote CB Trip on the EICAS during APU start with no subsequent errors or CB trips shown within the Electronic CB status page. He performed a CB reset in the AICC in the aft galley and completed the empty action taken section as Ops check [was] good. We spoke with a Chief Pilot shortly after to discuss our concerns having realized we'd operated with an open write up including incomplete documentation. We operated the flight back with no restrictions placed on the APU and an appropriately completed logbook.While I should have caught the open write up; it was significantly easier to miss due to a seemingly successful service check being completed with no open entries on the SDI. While I accept full responsibility for the erroneous operation with an open write up; clearly multiple departments had a cascade of contributions to this error. I am puzzled by the fact that no SDI was filled out; a service check was completed with an open write up; and a Maintenance personnel member called Maintenance Control the morning before the flight to inquire about our tail number and was told the aircraft was OK for service. Adding to the complexity of the situation was the unrelated distraction of several abnormal occurrences that morning regarding our initialization issues.
EMB-175 Captain reported failing to notice an open write up in logbook.