Date: 202007
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Night
Aircraft: B767-200
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Cargo / Freight / Delivery
Flight phase: Taxi
Aircraft component: Fan Blade
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Human factors: Time Pressure; Troubleshooting; Communication Breakdown
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Maintenance; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural FAR
Detector: Person Flight Crew
When detected: Aircraft In Service At Gate
Result: Aircraft Aircraft Damaged; General Flight Cancelled / Delayed; General Maintenance Action; General Release Refused / Aircraft Not Accepted
Contributing factors: Aircraft; Company Policy; Procedure; Human Factors
Primary problem: Aircraft

Narrative: The aircraft was returned to the parking stand following a report by ground crew that; immediately following engine start; the right engine fan blades were emitting sparks covering the entire inner shroud of the engine. A call was immediately placed to Dispatch; in which the CA (Captain) requested Maintenance be patched in via 3-way call so the engine issues could be conveyed directly to Maintenance Control. Following this call; both flight crew members went downstairs to inspect the engine and discuss the occurrence with Maintenance.The local Mechanic climbed into the engine cowl and shined a flashlight around the blades for less than a minute; before climbing down and stating the engine looked fine. The Mechanic then called Maintenance Control; who stated the engine needed a maintenance run-up. The Mechanic stated he was not qualified for run-ups. The Captain declined to do a maintenance run-up on the engine; as it appeared to have some type of mechanical failure; and the risk to both the engine and nearby personnel seemed excessive given such a cursory inspection by the Mechanic. Flight crew returned to the flight deck at this point.Within a few minutes; the Mechanic returned to the flight deck with a signed-off logbook stating the aircraft was 'good to go'. Without a qualified mechanic to complete a run-up available; Maintenance Control had authorized the Return To Service of the aircraft not having identified the source of the sparks. Determining that the return of the aircraft to service without understanding the defects in the engine was an unsafe action; and following a joint call with the Duty Pilot; Chief Pilot; and Dispatch; the Captain refused the aircraft.Shortly thereafter; the local Mechanic showed up with a rolled up piece of paper in his hands and said he had received 'emergency authorization for maintenance run-up'. Questioning this; the Captain requested to see the form. The Mechanic showed him a completely blank form with no Supervisor sign-off. When asked where his authorization was; the Mechanic said he 'could sign himself off'.The Captain told the Mechanic he would need to call the Company and verify. The Captain called Maintenance Control and explained the situation. Maintenance Control stated the Mechanic was qualified until year for engine runs; and that they hadn't realized it earlier. At this point; the mechanic climbed into the left seat of the flight deck and attempted 9 starts on the right engine. Not one start was successful; making it obvious to both the flight crew and the ground personnel that the Mechanic didn't even know how to start an engine on the 767.A cursory look into an engine with a flashlight is insufficient; given the report that an engine shroud was covered in sparks around the fan blades upon startup. Additionally; the aircraft had a recent maintenance history of bent fan blades. Serious issues like potential engine structural damage should result in a thorough inspection. It is very concerning that Maintenance Control requested an engine run-up to verify operational soundness; and then when the inspection could not be safely completed; attempts to sign off the aircraft as airworthy without the run-up. As far as the Mechanic goes; he himself originally stated he was 'not qualified for engine runs'. Just because he may have completed some training in the past; does not mean he was competent to start; and run-up an engine.




Synopsis: Air carrier Captain reported they refused to accept an aircraft when questions arose concerning airworthiness after engine fail during start.