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B767 flight crew experiences a hot start during pushback and terminates the start. Maintenance control is contacted and another start is attempted using both igniters successfully. Maintenance control requests another start using the original ignitor; again successfully. The crew is cleared to go with instructions to make an informational log entry; which is never accomplished. Later; maintenance discovers that the engine has been damaged.
| Attributes | |
| ACN | 1207327 |
| Time | |
| Date | 201409 |
| Local Time Of Day | 1201-1800 |
| Place | |
| Locale Reference | ZZZ.Airport |
| State Reference | US |
| Aircraft 1 | |
| Make Model Name | B767 Undifferentiated or Other Model |
| Operating Under FAR Part | Part 121 |
| Flight Phase | Taxi |
| Flight Plan | IFR |
| Component | |
| Aircraft Component | Turbine Engine |
| Person 1 | |
| Function | First Officer Pilot Not Flying |
| Experience | Flight Crew Last 90 Days 240 Flight Crew Total 14000 Flight Crew Type 6000 |
| Person 2 | |
| Function | Captain Pilot Flying |
| Qualification | Flight Crew Air Transport Pilot (ATP) |
| Experience | Flight Crew Last 90 Days 160 Flight Crew Total 20100 Flight Crew Type 6200 |
| Events | |
| Anomaly | Aircraft Equipment Problem Less Severe Deviation - Procedural Published Material / Policy |
Narrative:
On push back and left engine start; using the #1 igniters; the left engine exceeded start egt. It peaked out at 648 before the start was aborted. The QRH was referenced and the procedure 'aborted engine start' was followed. Maintenance control and dispatch were consulted. The aborted engine start checklist was confusing in the heat of the moment and maintenance control was asked regarding procedure. We told maintenance control that the limits were exceeded and they advised a second start attempt. It was made with the #1 igniters to preclude an ETOPS break. The engine started normally and maintenance control told us to either write it up then or do an enroute maintenance message. The captain chose to make the enroute maintenance message. Unfortunately; that entry was forgotten about and never made. The indications of the engine on climb out and the crossing were normal. Both maintenance control and dispatch were ok with taking the aircraft [across the atlantic]. It was later discovered that the engine had damage.
Original NASA ASRS Text
Title: B767 flight crew experiences a hot start during pushback and terminates the start. Maintenance Control is contacted and another start is attempted using both igniters successfully. Maintenance Control requests another start using the original ignitor; again successfully. The crew is cleared to go with instructions to make an informational log entry; which is never accomplished. Later; Maintenance discovers that the engine has been damaged.
Narrative: On push back and left engine start; using the #1 igniters; the left engine exceeded start EGT. It peaked out at 648 before the start was aborted. The QRH was referenced and the procedure 'Aborted Engine Start' was followed. Maintenance Control and Dispatch were consulted. The Aborted Engine Start checklist was confusing in the heat of the moment and Maintenance Control was asked regarding procedure. We told Maintenance Control that the limits were exceeded and they advised a second start attempt. It was made with the #1 igniters to preclude an ETOPS break. The engine started normally and Maintenance Control told us to either write it up then or do an enroute maintenance message. The Captain chose to make the enroute maintenance message. Unfortunately; that entry was forgotten about and never made. The indications of the engine on climb out and the crossing were normal. Both Maintenance Control and Dispatch were ok with taking the aircraft [across the Atlantic]. It was later discovered that the engine had damage.
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.