Narrative:

After pushing back and completing the first flight of the day checks; we did the after start checklist to and below the line. Called ground to begin our taxi to the runway de-ice pad. Just after bringing the power up to start moving; I was looking to my left outside making sure the area was clear. It was shortly after we started moving forward and turning left that the first officer said; 'look at the left itt.' the left engine itt was climbing steadily and might have already touched in the red section of the gauge. It was fluctuating in the high green and low red. Within a couple of seconds of the first officer calling it out; we received a 'left engine bleed' caution followed immediately by a 'left fadec' caution message. At first I thought the cause might be due to our tail facing into the wind since the winds were gusty up to I believe 25 kts. I kept the turn going to get out of the tailwind thinking that might bring things back into a more normal range. Once I stopped the aircraft; I had the first officer get his manual out to find a solution. We started with 'left engine bleed' figuring that was the first message and that it could be a bleed leak. That check didn't help so we moved immediately to the 'left fadec' and used the in-flight condition since there was none for on the ground. During this time; the itt was fluctuating up and down. How many degrees; I don't remember; but the other indications were green. As I said; we followed the inflight procedures as that was our best guidance. We shut the engine down and taxied back to the gate and wrote it up. Outside of the flashing itt and the yellow cautions; there were no other visual or aural warnings that came on. During training; it seemed to me that a lot of emphasis was placed on not going out of the manual; approved procedures or checklists. We do not 'cowboy' anything. On part of my training I was given conflicting information. Early on; I recognized a hot start and aborted it by shutting the engine down and was commended by the instructor. On a separate occasion; I shut an engine down and was told to let the fadec and the aircraft take care of it; you don't do it on your own; you go to the manual. During my check ride; I was reprimanded for aborting what I thought was a hung start and told you have fadec; you let the aircraft take care of it. I do realize that we cannot train for every possibility or scenario but when the emphasis is placed and stressed about use of the manual or the checklist; it tends to make it an absolute in what you can and cannot do.

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Original NASA ASRS Text

Title: CRJ900 flight crew experiences high ITT and associated EICAS warnings shortly after engine start. Reporter addresses ambiguity of response as a result of inconsistent training regarding dealing with engine start abnormalities.

Narrative: After pushing back and completing the first flight of the day checks; we did the After Start Checklist to and below the line. Called Ground to begin our taxi to the runway de-ice pad. Just after bringing the power up to start moving; I was looking to my left outside making sure the area was clear. It was shortly after we started moving forward and turning left that the First Officer said; 'look at the left ITT.' The left engine ITT was climbing steadily and might have already touched in the red section of the gauge. It was fluctuating in the high green and low red. Within a couple of seconds of the First Officer calling it out; we received a 'Left Engine bleed' caution followed immediately by a 'Left FADEC' caution message. At first I thought the cause might be due to our tail facing into the wind since the winds were gusty up to I believe 25 kts. I kept the turn going to get out of the tailwind thinking that might bring things back into a more normal range. Once I stopped the aircraft; I had the First Officer get his manual out to find a solution. We started with 'Left Engine Bleed' figuring that was the first message and that it could be a Bleed Leak. That check didn't help so we moved immediately to the 'Left FADEC' and used the in-flight condition since there was none for on the ground. During this time; the ITT was fluctuating up and down. How many degrees; I don't remember; but the other indications were green. As I said; we followed the inflight procedures as that was our best guidance. We shut the engine down and taxied back to the gate and wrote it up. Outside of the flashing ITT and the yellow cautions; there were no other visual or aural warnings that came on. During training; it seemed to me that a lot of emphasis was placed on not going out of the manual; approved procedures or checklists. We do not 'Cowboy' anything. On part of my training I was given conflicting information. Early on; I recognized a hot start and aborted it by shutting the engine down and was commended by the Instructor. On a separate occasion; I shut an engine down and was told to let the FADEC and the aircraft take care of it; you don't do it on your own; you go to the manual. During my check ride; I was reprimanded for aborting what I thought was a hung start and told you have FADEC; you let the aircraft take care of it. I do realize that we cannot train for every possibility or scenario but when the emphasis is placed and stressed about use of the manual or the checklist; it tends to make it an absolute in what you can and cannot do.

Data retrieved from NASA's ASRS site as of May 2009 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.