Narrative:

This aircraft spent the day without revenue operation until it was towed to the gate. The aircraft was recently signed off by maintenance control for various procedures. The crew and I completed the first-flight-of-the-day checks and went about a normal push back and taxi to runway 15. The first officer was handed control to initiate the takeoff roll; soon after applying takeoff power I verified set power and took hold of both power levers (SOP). Immediately following this action we encountered a master caution '#1 dc gen' caution light. The minor fault was not in my opinion a serious reason to abort; however the fact that the aircraft recently left maintenance raised my suspicion on what may be the root cause of the minor fault. I used my judgment to 'abort' the low speed take-off roll and ease the plane onto a down field high speed taxiway with minimal braking. ATC was notified and we held our position clear of 15 as we contacted company. Taxi was accomplished back to the gate with all buses powered; #1 dc gen caution illuminated. Following maintenance running up both engines and complying with the MEL log to MEL the #1 dc gen / gcu; the aircraft was signed off; boarded up for the second time and main cabin door closed. Engine #2 was successfully started; however engine #1 spooled up to 16% nh with negative fuel flow with a stable rise in itt up to approximately 400 C. The itt rise was gradual but the start ultimately aborted 30 seconds into spool up. We had the ground crew remain attached with headsets on to monitor both engine starts in case an issue would suddenly appear involving the #1 starter generator. The individual on the tug in direct communication notified us of white smoke emitting out of the nacelle as we aborted the engine start. The smoke quickly dissipated with negative fire indication. My first officer and I felt comfortable to have them tow us back into the gate. The aborted engine start QRH was complied with and need to 'motor' the engine was not required for we had some sort of minimal light-off (given the rise in itt) and minimal to no fuel flow indication on the ed during the start sequence; would classify it as a 'hung' start hanging at a speed of 16% nh.

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Original NASA ASRS Text

Title: A Q400's Master Caution alerted #1 DC GEN so the takeoff was rejected and after maintenance action to MEL the generator the #1 ENG failed to start so additional maintenance was required.

Narrative: This aircraft spent the day without revenue operation until it was towed to the gate. The aircraft was recently signed off by Maintenance Control for various procedures. The crew and I completed the first-flight-of-the-day checks and went about a normal push back and taxi to Runway 15. The First Officer was handed control to initiate the takeoff roll; soon after applying takeoff power I verified set power and took hold of both power levers (SOP). Immediately following this action we encountered a Master Caution '#1 DC GEN' caution light. The minor fault was not in my opinion a serious reason to abort; however the fact that the aircraft recently left maintenance raised my suspicion on what may be the root cause of the minor fault. I used my judgment to 'ABORT' the low speed take-off roll and ease the plane onto a down field high speed taxiway with minimal braking. ATC was notified and we held our position clear of 15 as we contacted company. Taxi was accomplished back to the gate with all buses powered; #1 DC GEN caution illuminated. Following Maintenance running up both engines and complying with the MEL log to MEL the #1 DC GEN / GCU; the aircraft was signed off; boarded up for the second time and main cabin door closed. Engine #2 was successfully started; however engine #1 spooled up to 16% NH with negative Fuel Flow with a stable rise in ITT up to approximately 400 C. The ITT rise was gradual but the start ultimately aborted 30 seconds into spool up. We had the ground crew remain attached with headsets on to monitor both engine starts in case an issue would suddenly appear involving the #1 starter generator. The individual on the tug in direct communication notified us of white smoke emitting out of the nacelle as we aborted the engine start. The smoke quickly dissipated with NEGATIVE fire indication. My First Officer and I felt comfortable to have them tow us back into the gate. The aborted engine start QRH was complied with and need to 'motor' the engine was not required for we had some sort of minimal light-off (given the rise in ITT) and minimal to no Fuel Flow indication on the ED during the start sequence; would classify it as a 'hung' start hanging at a speed of 16% NH.

Data retrieved from NASA's ASRS site as of July 2013 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.