Narrative:

While pushing back off remote parking in ZZZ with a significant tail wind during start noticed that the right engine egt and fuel flow indicators were blank. The start was aborted and we also noted that the left engine N1 indicator was stuck at 51% N1. Because of the tail wind and the rotation of the N1 fan I accepted in my mind the N1 indication as we sat at the gate. We did not try to start the left engine.we returned to the gate and wrote up the erroneous engine indications. Maintenance personnel entered the aircraft and found during their work preceding the flight they inadvertently left the eec maintenance guarded switches open thus giving us the indication errors. Maintenance set about to clear the respective maintenance entries.the eec maintenance switches are not part of the flight crews checks per [company manual] and the location of the switches is nonstandard on many aircraft so even if we were to investigate perspective trouble shooting issues it would not be overtly obvious to the flight crew.the flight was programmed per the flight plan for xa:56. We initially blocked out at xa:41z; fifteen (15) minutes prior as allowed per the fom. The [company] time would have been xb:11z. After all the maintenance irregularities were safely and properly completed we were still able to block out at xb:17z which was 06 minutes after the [company] prescribed time.we are starting to see many maintenance irregularities as is evidenced by many reports that although the flight crews are doing our best to catch; like a goalie trying to catch hockey pucks; we can only catch so many on any given day.the safety of a flight needs to have many moving parts work with diligence and attention to detail. The company is entering the fourth quarter in a very stressed state financially and pressure appears to be heightened to try to bring cost into a more palatable realm. Please address the maintenance issues best as you're allowed to curb the potential for massive failure.

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Original NASA ASRS Text

Title: B767-300 Captain reported EEC red guarded switches were left open after maintenance; causing a return to gate.

Narrative: While pushing back off remote parking in ZZZ with a significant tail wind during start noticed that the right engine EGT and Fuel Flow indicators were blank. The start was aborted and we also noted that the left engine N1 indicator was stuck at 51% N1. Because of the tail wind and the rotation of the N1 fan I accepted in my mind the N1 indication as we sat at the gate. We did not try to start the left engine.We returned to the gate and wrote up the erroneous engine indications. Maintenance personnel entered the Aircraft and found during their work preceding the flight they inadvertently left the EEC Maintenance guarded switches open thus giving us the indication errors. Maintenance set about to clear the respective maintenance entries.The EEC Maintenance switches are not part of the flight crews checks per [company manual] and the location of the switches is nonstandard on many aircraft so even if we were to investigate perspective trouble shooting issues it would not be overtly obvious to the flight crew.The flight was programmed per the flight plan for XA:56. We initially blocked out at XA:41z; fifteen (15) minutes prior as allowed per the FOM. The [company] time would have been XB:11z. After all the maintenance irregularities were safely and properly completed we were still able to block out at XB:17z which was 06 minutes after the [company] prescribed time.We are starting to see many maintenance irregularities as is evidenced by many reports that although the flight crews are doing our best to catch; like a goalie trying to catch hockey pucks; we can only catch so many on any given day.The safety of a flight needs to have many moving parts work with diligence and attention to detail. The company is entering the fourth quarter in a very stressed state financially and pressure appears to be heightened to try to bring cost into a more palatable realm. Please address the maintenance issues best as you're allowed to curb the potential for massive failure.

Data retrieved from NASA's ASRS site and automatically converted to unabbreviated mixed upper/lowercase text. This report is for informational purposes with no guarantee of accuracy. See NASA's ASRS site for official report.