Narrative:

In mid-push the first officer asked me if I saw that -- meaning the quick rise in itt 950 degrees within 15 seconds. I did not. I was still following the marshaller during the push. By the time I had the parking brake set, the itt had reached 998 degrees. The first officer having not even touched the thrust lever in anticipation of a hot start, turned off the ignition. The itt was not falling during the dry motor, so I called to stop the dry motor. I called the first officer to perform the abnormal QRH procedure for a hot start while I notified the ramp of our situation. We then dry motored the engine a second time during the QRH procedure and the itt came back within normal limits. We notified maintenance of the problem, they instructed us back into the gate. We notified the ramp, exceptions, the flight attendant and the passenger of the situation. Maintenance boarded the airplane and told us to shut down both engines. We said neither engines are running -- we never made it to thrust lever to flight idle during the start process. It was at that point I saw the hydraulic pumps were left in the 'on' position and both thrust levers were in-flight idle where maintenance had left them at the completion of his spoiler checks. The thrust levers were then brought to cutoff. We made mention to the mechanic who met the aircraft, which was the one who cleared the spoiler message that the thrust levers were left in idle prior to engine start and that is why we thought the engine exceeded the temperature limits. Maintenance grounded the airplane. I completed the logbook entry. A new airplane was found. The crew and passenger were moved to the new aircraft, during which time I notified chief pilot of the events that took place. We continued to destination.

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Original NASA ASRS Text

Title: HIGH ITT TEMPS NOTED ON THE INITIAL ENG START ON A CL65 AFTER HAVING A PROB WITH SPOILER FAULT DISPLAYS AT THE RAMP.

Narrative: IN MID-PUSH THE FO ASKED ME IF I SAW THAT -- MEANING THE QUICK RISE IN ITT 950 DEGS WITHIN 15 SECONDS. I DID NOT. I WAS STILL FOLLOWING THE MARSHALLER DURING THE PUSH. BY THE TIME I HAD THE PARKING BRAKE SET, THE ITT HAD REACHED 998 DEGS. THE FO HAVING NOT EVEN TOUCHED THE THRUST LEVER IN ANTICIPATION OF A HOT START, TURNED OFF THE IGNITION. THE ITT WAS NOT FALLING DURING THE DRY MOTOR, SO I CALLED TO STOP THE DRY MOTOR. I CALLED THE FO TO PERFORM THE ABNORMAL QRH PROC FOR A HOT START WHILE I NOTIFIED THE RAMP OF OUR SIT. WE THEN DRY MOTORED THE ENG A SECOND TIME DURING THE QRH PROC AND THE ITT CAME BACK WITHIN NORMAL LIMITS. WE NOTIFIED MAINT OF THE PROB, THEY INSTRUCTED US BACK INTO THE GATE. WE NOTIFIED THE RAMP, EXCEPTIONS, THE FLT ATTENDANT AND THE PAX OF THE SIT. MAINT BOARDED THE AIRPLANE AND TOLD US TO SHUT DOWN BOTH ENGS. WE SAID NEITHER ENGS ARE RUNNING -- WE NEVER MADE IT TO THRUST LEVER TO FLT IDLE DURING THE START PROCESS. IT WAS AT THAT POINT I SAW THE HYD PUMPS WERE LEFT IN THE 'ON' POS AND BOTH THRUST LEVERS WERE INFLT IDLE WHERE MAINT HAD LEFT THEM AT THE COMPLETION OF HIS SPOILER CHKS. THE THRUST LEVERS WERE THEN BROUGHT TO CUTOFF. WE MADE MENTION TO THE MECH WHO MET THE ACFT, WHICH WAS THE ONE WHO CLRED THE SPOILER MESSAGE THAT THE THRUST LEVERS WERE LEFT IN IDLE PRIOR TO ENG START AND THAT IS WHY WE THOUGHT THE ENG EXCEEDED THE TEMP LIMITS. MAINT GNDED THE AIRPLANE. I COMPLETED THE LOGBOOK ENTRY. A NEW AIRPLANE WAS FOUND. THE CREW AND PAX WERE MOVED TO THE NEW ACFT, DURING WHICH TIME I NOTIFIED CHIEF PLT OF THE EVENTS THAT TOOK PLACE. WE CONTINUED TO DEST.

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.