A CANADAIR CL65 ABORTED TKOF DUE TO NO OIL PRESSURE INDICATION. FOUND CIRCUIT BREAKER; TRIPPED. RESET BREAKER INDICATIONS OK. NO LOGBOOK WRITE-UP.

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CREW BOARDED ACFT IN ZZZ TO OPERATE FLT FROM ZZZ TO PIT ON JAN/FRI/04. FLT LEFT GATE AND TAXIED NORMALLY FOR TKOF RWY 18L. AS ALL CHKLISTS WERE COMPLETE AND TKOF CLRNC WAS RECEIVED; THE FO TOOK CTLS AND ADVANCED THRUST LEVERS FOR TKOF. CAPT SET THRUST; THEN SCANNED ENG INDICATIONS AND NOTED ZERO OIL PRESSURE ON L ENG. CAPT CALLED FOR ABORT. TOOK CTLS; AND PERFORMED REJECT PROC. AIRSPD WAS ESTIMATED AT ABOUT 35 KTS. AFTER CLRING RWY; CREW FOUND NO OBVIOUS REASON FOR INDICATION. ALL OTHER ENG INDICATORS WERE IN NORMAL RANGES. CREW CONSULTED WITH MAINT CTLRS BY RADIO; AND AN ONBOARD MECH TO TROUBLESHOOT. AN OPEN CIRCUIT BREAKER WAS DISCOVERED BEHIND CAPT'S HEADREST ON PANEL #1. CREW WAS DIRECTED TO RESET BREAKER AND OIL PRESSURE INDICATION RETURNED TO NORMAL. IN SUBSEQUENT DISCUSSION WITH MAINT CTL; CREW WAS ADVISED THAT NO FURTHER ACTION WAS NEEDED AND FLT WAS 'GOOD TO GO.' CAPT AND CREW DISCUSSED THE INSTRUCTION FROM MAINT CTL. WE BELIEVED THAT NO LOGBOOK WRITE-UP WAS REQUIRED (BASED UPON MAINT COMMENTS ABOVE). CAPT ELECTED TO PROCEED BASED UPON THIS INFO. COMPANY RPTS DOCUMENTING THE ABORT AND MAINT ACTION WERE FILED BY CAPT. COPIES WERE FAXED TO CHIEF PLT OFFICE FROM OUT-STATION HOTEL. THESE CONTRIBUTED TO 'DISCOVERY.' IF BREAKER WAS ALREADY OPEN BEFORE ORIGINAL GATE DEP; BETTER PREFLT BY CAPT AND CREW WOULD HAVE AVOIDED ENTIRE SIT. IT IS ENTIRELY POSSIBLE THAT PROCESS OF PLACING/REMOVING FLT BAG OR PUTTING ON/REMOVING CAPT SHOULDER HARNESS MAY HAVE DISLODGED CIRCUIT BREAKER. EITHER OF THESE PROCESSES; IN THE CRJ; COULD HAVE OCCURRED AFTER PREFLT AS WELL. BECAUSE OF WX AND OPERATIONAL ROUTINE; I HAVE CHKED BREAKERS BEFORE SITTING IN SEAT SINCE I CANNOT LOOK IN BACK OF SEAT WHEN SITTING DOWN. AS TO LOGBOOK ENTRY; CAPT PROBABLY ERRED BY ACCEPTING MAINT CTL STATEMENT THAT IT WAS OKAY TO PROCEED 'WITHOUT FURTHER ACTION' AFTER BREAKER WAS RESET BY CREW.