Narrative:

After having to change planes after our first flight we were assigned this aircraft for a turn to complete our 3 day trip. The aircraft APU bleed air was inoperative so we were required to use a start cart to start the engines at the gate before we could push. The start cart provided ample air and the left engine was started uneventfully. The second engine did not go so well. The captain initiated the start with the right start switch and the engine spooled up normally. At N1 of 5-6% and N2 20-22% I engaged the right fuel lever and noticed we did not get a light off. I glanced at the fuel flow and told the captain that I didn't think we were getting any fuel flow. After scanning the gauges and switches and trying to determine why the engine wasn't lighting off for approximately 5 more seconds the captain commanded to abort the start. We successfully aborted the start and after discussing what had happened and how we felt we were not getting any fuel flow during the first attempt; we decided to attempt the start again after the engine spooled down from the first attempt. The second start attempt began normally and once again when the fuel lever was put into position the engine did not light off. This time I noticed and mentioned that we were showing fuel flow of approximately 100 pph. Once again; after approximately 5 seconds the captain released the starter switch as he announced to abort the start. The second he released the starter switch the engine lit off. The temperature rose rapidly and I shut the fuel lever off as the temperature approached 500. The temperature continued to climb to approximately 520 at the peak and then quickly returned to what appeared to be a normal engine shutdown. Within 10 to 15 seconds after the engine was shut down we got a call from the tug driver announcing to us that his crew was reporting to him that our right engine was on fire. There was no fire indication in the cockpit and the captain began to spool the engine again in an effort to extinguish the tailpipe fire. After a few more seconds the captain ask if the fire was out and the tug driver said that it was not. We pulled the fire handle and fired the bottle into the right engine. I called the ramp and ordered the fire trucks and explained what had happened and that we needed the agent to open the door so we could evacuate the passengers.

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Original NASA ASRS Text

Title: MD-83 flight crew reports failure of the right engine to light off during start and possibly no fuel flow. A second attempt is initiated and low fuel is indicated again; but no light off and the start is terminated. At this point the engine lights off and an over temp is quickly indicated. The fuel lever is placed off; but a tailpipe fire is reported and the plane is evacuated.

Narrative: After having to change planes after our first flight we were assigned this aircraft for a turn to complete our 3 day trip. The aircraft APU bleed air was inoperative so we were required to use a start cart to start the engines at the gate before we could push. The start cart provided ample air and the left engine was started uneventfully. The second engine did not go so well. The Captain initiated the start with the right start switch and the engine spooled up normally. At N1 of 5-6% and N2 20-22% I engaged the right fuel lever and noticed we did not get a light off. I glanced at the fuel flow and told the Captain that I didn't think we were getting any fuel flow. After scanning the gauges and switches and trying to determine why the engine wasn't lighting off for approximately 5 more seconds the Captain commanded to abort the start. We successfully aborted the start and after discussing what had happened and how we felt we were not getting any fuel flow during the first attempt; we decided to attempt the start again after the engine spooled down from the first attempt. The second start attempt began normally and once again when the fuel lever was put into position the engine did not light off. This time I noticed and mentioned that we were showing fuel flow of approximately 100 pph. Once again; after approximately 5 seconds the Captain released the starter switch as he announced to abort the start. The second he released the starter switch the engine lit off. The temperature rose rapidly and I shut the fuel lever off as the temperature approached 500. The temperature continued to climb to approximately 520 at the peak and then quickly returned to what appeared to be a normal engine shutdown. Within 10 to 15 seconds after the engine was shut down we got a call from the tug driver announcing to us that his crew was reporting to him that our right engine was on fire. There was no fire indication in the cockpit and the captain began to spool the engine again in an effort to extinguish the tailpipe fire. After a few more seconds the Captain ask if the fire was out and the tug driver said that it was not. We pulled the fire handle and fired the bottle into the right engine. I called the ramp and ordered the fire trucks and explained what had happened and that we needed the agent to open the door so we could evacuate the passengers.

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.