AN A320 CAPT EXPRESSES CONCERN AND DISAPPOINTMENT WITH THE LACK OF SKILL; KNOWLEDGE AND DESIRE OF MAINT AT ZZZ TO FIX ACFT.

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THIS RPT IS BEING WRITTEN TO ADDRESS THE MAINT PRACTICES AT ZZZ AND THE OP OF THE ACFT WITH EXPOSED WIRING. WE BROUGHT ACFT X IN FROM ZZZ1 TO ZZZ THAT MORNING. IN FACT; WE TOOK THIS ACFT FROM ZZZ2 THE EVENING BEFORE. PRIOR MAINT HAD BEEN PERFORMED ON THE WIRING HARNESS WHICH GOES TO THE WINDOW HEAT AND MAP LIGHT BOTH. THE MAP LIGHT DID NOT WORK AND THE WIRING HARNESS WAS LOOSE AND OUT OF ITS COVERING; THOUGH THE OP OF THE WINDOW HEAT WAS NOT IN QUESTION. WE WROTE UP THE MAP LIGHT AND ASKED FOR AN INSPECTION OF THE INSTALLATION OF THE HARNESS; AS ITS INTEGRITY WAS IN DOUBT. MAINT ORIGINALLY ADDRESSED THE WRITE-UP WITH THE FO; AND FELT THAT THE WIRING REQUIRED NO FURTHER INSPECTION. ADDITIONALLY; THEY DEFERRED THE MAP LIGHT; AND SENT A NEW MAINT RELEASE. THE CAPT RETURNED TO THE ACFT AND ASKED THE FO IF AN INTEGRITY INSPECTION OF THE INSTALLATION HAD BEEN PERFORMED. WHEN HE WAS TOLD THAT MAINT THOUGHT IT WAS UNNECESSARY; HE CONTACTED MAINT FOR CLARIFICATION. MAINT RETURNED TO THE ACFT AND INSISTED THAT ALL PAPERWORK HAD BEEN PROPERLY COMPLETED. THEY ADDED THAT IT WAS NOT UNUSUAL FOR A HARNESS TO BE LOOSE AND EXPOSE ITS WIRING. I QUESTIONED THAT IF THE WIRING HARNESS WAS LOOSE AND THE MAP LIGHT; WHOSE WIRING WAS PART OF THE NEWLY INSTALLED HARNESS; WAS INOP; IF THE INSTALLATION WAS FAULTY. MAINT REPLIED THAT THE SYS ARE UNRELATED; BUT DID NOT DENY THAT THEY RUN IN THE SAME WIRING HARNESS. THEY PROCEEDED TO CHK THE CANON PLUG ATTACHED IN THE AIRPLANE. SINCE THEY FOUND NO PROBS WITH THE CANON PLUG; THEY WANTED TO CONCLUDE THE INSPECTION. I SAID THAT THE INSPECTION SHOULD REVEAL WHERE THE WIRING FAULT WAS LOCATED; JUST IN CASE WE HAD EXPOSED AND POSSIBLY ARCING WIRES DUE TO FAULTY INSTALLATION. AMAZINGLY; I WAS TOLD THAT THIS WAS UNNECESSARY; AS IF THERE WAS A FAULT OR ARCING; IT WOULD POP THE CIRCUIT BREAKER. THE MECHS WERE UNWILLING TO FULLY INSPECT THE WIRING INSTALLATION TO DETERMINE THE CAUSE OF THE PROB. INSTEAD; A DISCUSSION ENSUED WITH THE CAPT OVER THE NECESSITY OF CONTINUATION OF THE INSPECTION; AND IT WAS CONVEYED WHETHER THERE WERE OPEN WIRES OR NOT WAS NOT OF CONCERN. AFTER ATTEMPTING TO EXAMINE A WIRING DIAGRAM OR ANY FORM OF HELP; ONE OF THE MECHS LET THE CAPT KNOW HE HAD NO RIGHT TO QUESTION THE WORK OF A CERTIFIED A&P MECH AND IF HE WANTED TO TAKE THE ACFT OTS; THAT WAS OK. OPS THEN CALLED THE CAPT AND ASKED FOR A DECISION ON TAKING THE AIRPLANE. THE MECHS PROVIDED INCOMPLETE TROUBLESHOOTING AND NO FURTHER PROB SOLVING ON THE ISSUE. THE CAPT TOOK A FLASHLIGHT UP TO THE COCKPIT WINDOW AND EXAMINED THE WIRING. WITHIN 30 SECONDS HE FOUND A DISCONNECTED GND WIRE TO THE MAP LIGHT WHICH HAD PROBABLY BEEN PULLED APART DUE TO THE INSTALLATION OF THE WIRING HARNESS PREVIOUSLY DISCUSSED. THE ACFT WAS THEN PUT BACK TOGETHER AND CONTINUED ON; WITH AN EXPOSED GND WIRE. I AM CONCERNED WITH THE LACK OF TROUBLESHOOTING SKILLS WITH THE MAINT PERSONNEL AT ZZZ. I AM ALSO CONCERNED WITH THE PROFESSIONALISM THERE; AS THE MECH THEN PROCEEDED TO TAKE MY NAME AND TELL CUSTOMER SVC THAT THE CAPT WAS 'A BAD CAPT.' I SAW NO ONE ACTUALLY TRY TO UNDERSTAND THE PROB IN ITS ENTIRETY; OR SOLVE IT; WHICH REQUIRED LESS THAN A MINUTE OF THE CAPT'S TIME. I HAVE SERIOUS CONCERNS ABOUT THE SAFETY AND ABILITY OF ZZZ MAINT TO PROPERLY SVC OR TROUBLESHOOT MY ACFT.