Narrative:

Company did remove digital flight data recorder for the purpose of 'checking' my statement. Aircraft had an uneventful twin engine start using ground power. While in the chocks, I accomplished all first flight checks with only the full power takeoff remaining. Then the first officer handed me the weight and balance sheet and the signed release. I had failed to review the weight and balance and to hand it and the flight release out prior to starting the second engine. I shut down the left engine and gave the paperwork to the mechanic assisting our start. He left. Having been more than 3 mins since start, I checked the required items and motored the left engine for start to 175 degrees C. This motoring took an estimated 10-12 seconds. I then elected to accomplish a single engine start while taxiing in order to get out of the ramp area. Once out of the ramp area, I noticed that the temperature was again rising slightly above start limits on the left engine. I then motored the engine another few seconds, I estimate 5-8 seconds. Then within a short time thereafter, I started the engine using the automatic (normal) start procedure. A short time after starter cutout, the first officer and I noted that the left itt was rising and the engine RPM apparently dying. I put the condition lever to off. The highest temperature I saw was 899 degree C and climbing. This motoring clearly exceeded the starter limitations and committed us to consulting with maintenance plus a cool down period. I have gotten the idea that as long as the procedures used for motoring and start do not exceed 30 seconds of motoring combined with the start for 70 seconds total for the whole thing, the limitations are not exceeded for the 2 starts allowed. This has come about only since we have begun single engine taxi, starting procedures. We do not have an established procedure for the first officer to start the remaining engine and the captain to taxi. Combining both taxi and engine start procedures does detract from the captain's performance in both procedures, as in this case. I honestly believed that I was not exceeding the starter duty cycle limitations. I have now been counseled that this is in error. This is especially meaningful, since in this situation the warm starter's performance probably contributed to my having a hung start and to shutting off the engine.

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Original NASA ASRS Text

Title: HUNG START ON TURBO COMMUTER AS STARTER LIMITS EXCEEDED AND STARTER FAILS INTERNALLY.

Narrative: COMPANY DID REMOVE DIGITAL FLT DATA RECORDER FOR THE PURPOSE OF 'CHKING' MY STATEMENT. ACFT HAD AN UNEVENTFUL TWIN ENG START USING GND PWR. WHILE IN THE CHOCKS, I ACCOMPLISHED ALL FIRST FLT CHKS WITH ONLY THE FULL PWR TKOF REMAINING. THEN THE FO HANDED ME THE WT AND BAL SHEET AND THE SIGNED RELEASE. I HAD FAILED TO REVIEW THE WT AND BAL AND TO HAND IT AND THE FLT RELEASE OUT PRIOR TO STARTING THE SECOND ENG. I SHUT DOWN THE L ENG AND GAVE THE PAPERWORK TO THE MECH ASSISTING OUR START. HE LEFT. HAVING BEEN MORE THAN 3 MINS SINCE START, I CHKED THE REQUIRED ITEMS AND MOTORED THE L ENG FOR START TO 175 DEGS C. THIS MOTORING TOOK AN ESTIMATED 10-12 SECONDS. I THEN ELECTED TO ACCOMPLISH A SINGLE ENG START WHILE TAXIING IN ORDER TO GET OUT OF THE RAMP AREA. ONCE OUT OF THE RAMP AREA, I NOTICED THAT THE TEMP WAS AGAIN RISING SLIGHTLY ABOVE START LIMITS ON THE L ENG. I THEN MOTORED THE ENG ANOTHER FEW SECONDS, I ESTIMATE 5-8 SECONDS. THEN WITHIN A SHORT TIME THEREAFTER, I STARTED THE ENG USING THE AUTO (NORMAL) START PROC. A SHORT TIME AFTER STARTER CUTOUT, THE FO AND I NOTED THAT THE L ITT WAS RISING AND THE ENG RPM APPARENTLY DYING. I PUT THE CONDITION LEVER TO OFF. THE HIGHEST TEMP I SAW WAS 899 DEG C AND CLBING. THIS MOTORING CLEARLY EXCEEDED THE STARTER LIMITATIONS AND COMMITTED US TO CONSULTING WITH MAINT PLUS A COOL DOWN PERIOD. I HAVE GOTTEN THE IDEA THAT AS LONG AS THE PROCS USED FOR MOTORING AND START DO NOT EXCEED 30 SECONDS OF MOTORING COMBINED WITH THE START FOR 70 SECONDS TOTAL FOR THE WHOLE THING, THE LIMITATIONS ARE NOT EXCEEDED FOR THE 2 STARTS ALLOWED. THIS HAS COME ABOUT ONLY SINCE WE HAVE BEGUN SINGLE ENG TAXI, STARTING PROCS. WE DO NOT HAVE AN ESTABLISHED PROC FOR THE FO TO START THE REMAINING ENG AND THE CAPT TO TAXI. COMBINING BOTH TAXI AND ENG START PROCS DOES DETRACT FROM THE CAPT'S PERFORMANCE IN BOTH PROCS, AS IN THIS CASE. I HONESTLY BELIEVED THAT I WAS NOT EXCEEDING THE STARTER DUTY CYCLE LIMITATIONS. I HAVE NOW BEEN COUNSELED THAT THIS IS IN ERROR. THIS IS ESPECIALLY MEANINGFUL, SINCE IN THIS SIT THE WARM STARTER'S PERFORMANCE PROBABLY CONTRIBUTED TO MY HAVING A HUNG START AND TO SHUTTING OFF THE ENG.

Data retrieved from NASA's ASRS site as of July 2007 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.