Narrative:

Prior to aircraft pushbac all chlists were complied with and normal operations to pre-departure were completed. Following aircraft chlists, PIC notified me of a 'ib/ob ground spoilerons fault' status message. The PIC ased me to dial up maintenance control. PIC spoe with maintenance and a mechanic was dispatched to the gate for inspection. Upon arrival, maintenance performed a series of circuit breaers resets and a procedure that would simulate aircraft landing -- attempting to reset the system. The proper reset procedure called upon the mechanic to advance the thrust levers out of the cut-off position to maximum power for a few seconds, followed by placement at idle then cut-off. This procedure was completed by the maintenance technician and successfully reset the system and the proper paperwor was completed by the mechanic -- clearing the open discrepancy. The PIC and I completed all pre-departure paperwor and chlists. The aircraft pushed from the gate on-time. On pushbac, the PIC instructed me to start the #2 engine per normal procedures in cvg. I followed proper starting flows. Ignition 'a' was selected and the #2 engine start button was pressed. Immediately I noted an audible irregularity and noted it itt to rapidly rise out of system limitations. I immediately deselected ignition 'a' and allowed the engine to motor. The itt remained at 998 degrees C without change. I did not move or alter the position of the thrust levers at any time. The irregularity was immediately observed by myself and I did not complete the engine start flow (which calls for placement of hand on proper engine thrust lever for fuel introduction). I stated problem and PIC decided to turn to the QRH for increased itt. I pulled the QRH, reset the aircraft timer, and immediately proceeded to dry motor the engine. The QRH procedure was run during dry motor -- abnormal. The motoring too approximately 30 seconds to return to normal limitation reading and dry motoring was stopped at 630 degrees C. PIC notified maintenance and instructed me to notify ramp control, I complied. Aircraft returned and the same maintenance technician boarded that had previously cleared the pre-departure discrepancy. At this point, I noticed that both thrust levers were still in the idle position -- not the fuel cut-off position, signifying the improper completion of the reset procedure by the maintenance technician in the pre-departure discrepancy. Chief pilot was immediately notified by PIC. Flight was re-dispatched in another aircraft and departed 1 hour late. Flight continued without incident.

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Original NASA ASRS Text

Title: CRJ200 CREW EXCEEDED STARTING EGT LIMITATIONS WHEN A START ATTEMPT WAS ACCOMPLISHED WITH THE FUEL LEVER ON.

Narrative: PRIOR TO ACFT PUSHBAC ALL CHLISTS WERE COMPLIED WITH AND NORMAL OPS TO PRE-DEP WERE COMPLETED. FOLLOWING ACFT CHLISTS, PIC NOTIFIED ME OF A 'IB/OB GND SPOILERONS FAULT' STATUS MESSAGE. THE PIC ASED ME TO DIAL UP MAINT CTL. PIC SPOE WITH MAINT AND A MECH WAS DISPATCHED TO THE GATE FOR INSPECTION. UPON ARR, MAINT PERFORMED A SERIES OF CIRCUIT BREAERS RESETS AND A PROC THAT WOULD SIMULATE ACFT LNDG -- ATTEMPTING TO RESET THE SYS. THE PROPER RESET PROC CALLED UPON THE MECH TO ADVANCE THE THRUST LEVERS OUT OF THE CUT-OFF POS TO MAX PWR FOR A FEW SECONDS, FOLLOWED BY PLACEMENT AT IDLE THEN CUT-OFF. THIS PROC WAS COMPLETED BY THE MAINT TECHNICIAN AND SUCCESSFULLY RESET THE SYS AND THE PROPER PAPERWOR WAS COMPLETED BY THE MECH -- CLRING THE OPEN DISCREPANCY. THE PIC AND I COMPLETED ALL PRE-DEP PAPERWOR AND CHLISTS. THE ACFT PUSHED FROM THE GATE ON-TIME. ON PUSHBAC, THE PIC INSTRUCTED ME TO START THE #2 ENG PER NORMAL PROCS IN CVG. I FOLLOWED PROPER STARTING FLOWS. IGNITION 'A' WAS SELECTED AND THE #2 ENG START BUTTON WAS PRESSED. IMMEDIATELY I NOTED AN AUDIBLE IRREGULARITY AND NOTED IT ITT TO RAPIDLY RISE OUT OF SYS LIMITATIONS. I IMMEDIATELY DESELECTED IGNITION 'A' AND ALLOWED THE ENG TO MOTOR. THE ITT REMAINED AT 998 DEGS C WITHOUT CHANGE. I DID NOT MOVE OR ALTER THE POS OF THE THRUST LEVERS AT ANY TIME. THE IRREGULARITY WAS IMMEDIATELY OBSERVED BY MYSELF AND I DID NOT COMPLETE THE ENG START FLOW (WHICH CALLS FOR PLACEMENT OF HAND ON PROPER ENG THRUST LEVER FOR FUEL INTRODUCTION). I STATED PROB AND PIC DECIDED TO TURN TO THE QRH FOR INCREASED ITT. I PULLED THE QRH, RESET THE ACFT TIMER, AND IMMEDIATELY PROCEEDED TO DRY MOTOR THE ENG. THE QRH PROC WAS RUN DURING DRY MOTOR -- ABNORMAL. THE MOTORING TOO APPROX 30 SECONDS TO RETURN TO NORMAL LIMITATION READING AND DRY MOTORING WAS STOPPED AT 630 DEGS C. PIC NOTIFIED MAINT AND INSTRUCTED ME TO NOTIFY RAMP CTL, I COMPLIED. ACFT RETURNED AND THE SAME MAINT TECHNICIAN BOARDED THAT HAD PREVIOUSLY CLRED THE PRE-DEP DISCREPANCY. AT THIS POINT, I NOTICED THAT BOTH THRUST LEVERS WERE STILL IN THE IDLE POS -- NOT THE FUEL CUT-OFF POS, SIGNIFYING THE IMPROPER COMPLETION OF THE RESET PROC BY THE MAINT TECHNICIAN IN THE PRE-DEP DISCREPANCY. CHIEF PLT WAS IMMEDIATELY NOTIFIED BY PIC. FLT WAS RE-DISPATCHED IN ANOTHER ACFT AND DEPARTED 1 HR LATE. FLT CONTINUED WITHOUT INCIDENT.

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.