B747-400
Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Communication Breakdown; Situational Awareness; Troubleshooting
Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Maintenance; Deviation / Discrepancy - Procedural Published Material / Policy
Flight Crew Overcame Equipment Problem
Human Factors; Aircraft; Procedure
During the engine start we received an engine 3 start valve caution message. The Captain elected to start the engine 3 more times; finally starting it on the 4th attempt. During this time I suggested that we contact Dispatch to initiate a three-way call between the Captain; Dispatch; and Maintenance Control due to the fact that the engine was not starting. What actually ended up happening was the Captain used the DDG (Dispatch Deviations Guide) Procedure 80-XX-XX to start the engine; which is a maintenance procedure involving tools. He asked the pushback driver to do this procedure; I have no idea if this person was qualified to work on our aircraft or not?We had a Mechanic on board who elected not to go down and do the procedure but instead left someone else to do it. As it turned out; the tug driver outside said the valve moved by itself. However; what concerned me was if this person was qualified to work on our aircraft. I strongly suggested to the Captain before and after the event that we enter this item in the logbook as he'd been operating the engine start as though we were already deferred under DDG 80-XX-XX.After we continued out to the runway; we received a pack 1 caution message. The Captain had me run the checklist and eventually we ended up turning off the pack 1. Then; the Captain announced that the pack was just getting warm and turned the pack back on and turned to me and said; see it was just hot. I further insisted that we call Maintenance and Dispatch to report both of these items and was met with a tirade of sarcasm; trying to put me down. CRM at this time was at an all-time low. He finally agreed to do the 3-way call only as a further attempt to try and put me down. It turned out the items he didn't want to write up; Maintenance still wanted to him to write up in Miami. I think that further irritated him.Takeoff was normal; but as we reached 5000 ft. AGL the Captain turn round to me and expressed his further annoyance at me; saying we're going to have to talk about this. As we were in sterile cockpit; climbing out of mountainous terrain; I responded with let's talk about this on the ground; which I guess further irritated him and he yelled at me he'd take me to the Chief Pilot. I wanted him to concentrate on his flying duties and not lecturing me; that could come later; so I said nothing back. At approximately 17000 ft. we received another pack 1 message. This time; the Captain ended up turning off pack one and it remained off for the duration of the flight.
B747-400 First Officer reported having concerns over the Captain's unsafe and non-standard procedures to start an inoperative engine; using ground personnel instead of contacting Dispatch or Maintenance Control for assistance.