Narrative:

After advancing the left thrust lever slightly for southeast taxi out, the itt gauge spiked instantly to a high reading. No other engine gauge correlated they were all normal. When I brought the left thrust lever back, the itt indication instantly went back to normal. A second attempt had similar effect along with an engine flameout caution. I immediately retarded thrust lever to fuel shutoff, so I did not allow the fadec any attempt at restart. I now realized I was in aircraft XXX which has special procedure to follow for warm-up. I had not remembered this. I checked the mdc current faults section and found no recorded faults. Thinking I had induced the problem by not following the protocol for that engine and, more importantly, thinking the itt #1 reading was an indication problem only, I then restarted the engine and found no other problems with it. I then decided it would be ok to fly since I had brought on the known problem. The subsequent flight was completely uneventful. I did, however, look deeper into the mdc and found the record of the itt readings. I realized then that maintenance needed to be informed as soon as possible, so I telesised them in-flight and alerted them to the inbound write-up in okc. I've learned not to make decisions that maintenance should be making. If I had found the mdc record in ord, I would have called maintenance control prior to flight. This mistake will not be made by me again. Sorry.

Google
 

Original NASA ASRS Text

Title: FLT CREW OF CARJ MISINTERP INDICATIONS OF ENG STARTING MALFUNCTION. RESTART ENG AND DEPART VICE OBTAINING APPROPRIATE MAINT ACTION.

Narrative: AFTER ADVANCING THE L THRUST LEVER SLIGHTLY FOR SE TAXI OUT, THE ITT GAUGE SPIKED INSTANTLY TO A HIGH READING. NO OTHER ENG GAUGE CORRELATED THEY WERE ALL NORMAL. WHEN I BROUGHT THE L THRUST LEVER BACK, THE ITT INDICATION INSTANTLY WENT BACK TO NORMAL. A SECOND ATTEMPT HAD SIMILAR EFFECT ALONG WITH AN ENG FLAMEOUT CAUTION. I IMMEDIATELY RETARDED THRUST LEVER TO FUEL SHUTOFF, SO I DID NOT ALLOW THE FADEC ANY ATTEMPT AT RESTART. I NOW REALIZED I WAS IN ACFT XXX WHICH HAS SPECIAL PROC TO FOLLOW FOR WARM-UP. I HAD NOT REMEMBERED THIS. I CHKED THE MDC CURRENT FAULTS SECTION AND FOUND NO RECORDED FAULTS. THINKING I HAD INDUCED THE PROB BY NOT FOLLOWING THE PROTOCOL FOR THAT ENG AND, MORE IMPORTANTLY, THINKING THE ITT #1 READING WAS AN INDICATION PROB ONLY, I THEN RESTARTED THE ENG AND FOUND NO OTHER PROBS WITH IT. I THEN DECIDED IT WOULD BE OK TO FLY SINCE I HAD BROUGHT ON THE KNOWN PROB. THE SUBSEQUENT FLT WAS COMPLETELY UNEVENTFUL. I DID, HOWEVER, LOOK DEEPER INTO THE MDC AND FOUND THE RECORD OF THE ITT READINGS. I REALIZED THEN THAT MAINT NEEDED TO BE INFORMED ASAP, SO I TELESISED THEM INFLT AND ALERTED THEM TO THE INBOUND WRITE-UP IN OKC. I'VE LEARNED NOT TO MAKE DECISIONS THAT MAINT SHOULD BE MAKING. IF I HAD FOUND THE MDC RECORD IN ORD, I WOULD HAVE CALLED MAINT CTL PRIOR TO FLT. THIS MISTAKE WILL NOT BE MADE BY ME AGAIN. SORRY.

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.