Just to make sure what we're tiling about: there's resetting a popped CB and pulling & resetting CB in the hope of recovering a malfunctioning system. In the former case, if there us enough left to get you home with no action then why risk anything; so leave the CB popped.
In single FMC a/c I've recovered a crashed FMC by pulling/resetting a CB. Indeed, on B757 TR we were taught to do so. B737 I've recovered a dead VHF radio box by pull/reset & a VOR nav box & TCAS FAIL. In all cases I was confident that no other major systems were involved, but the VHF & Nav box being u/s was an AOG(MEL) at next landing.
Regarding connected systems: I heard a story (decides ago) B767. Capt could not engage A/T on takeoff. No problem, it often came in after airborne. 'Cept this time it didn't. He tried a CB pull/reset. However, the EEC's detected this de-powering of A/T as a double engine failure and out dropped the RAT. Captain elected to dump fuel and return. As a result the crew was out of hours and SBY had to be called out etc. etc etc. Once we progressed beyond simple B732 the sparks & electrons of these new fangled beasts move along routes and in and out of circuits we have no idea about.
Another on a B757 was someone trying to recover an IDG he could not get online after engine start. Applying some old B707/727 logic he tried resetting the GCB & bus-tie breaker. Except this action blew up the bus. Ouch.
BEWARE. or bring back those old warriors of yore called FE's. On that subject, I wonder why the pilots' unions and engineering dept of airlines did not insist on having voice communications back to base tech dept once FE's disembarked. Pilots have little tech knowledge, but out on an ETOPS route a cosy chat with a home engineer might solve mean a problem. It did for me when out over mid-Atlantic and the company had SAT phones. B767 mid-90's. Very useful and saved a massive amount in avoiding a diversion & AOG.