Leaving aside the plethora of data the aircraft gathers and sends to maintenance without involving flight crew:
If You were to decide that this indication merits a test of wing A/I, switch it on and wait for the amber warning. Once You see this, it is sufficient for a writeup in the logbook.
The other, low-key, method would be to give Your maintenance a heads-up via the phone and tell them of such an odd indication. This may well result in them coming out to see You after landing and handling the issue just like with an official writeup.
By the way, when I had that issue, I was told that repairing this torn-out eye would take a surprisingly long time: obtaining a new set of pulley arms and crimping the rope into it to achieve the correct length is not that easily done. Our engineers chose to drag the aircraft into the hangar for that instead of doing a quick repair on the apron. On a PW1000G, the valve is sitting to the right of the engine pylon just behind the fan stator vanes; accessing it requires an opening of the fan cowls.