Narrative:

The plane was late in arriving so instead of pushing back on time we pushed back 46 minutes late. We received clearance to push back on mike taxiway from our parking area on 'the blast fence'. It was windy; raining; cold (34 F); and I observed water puddling everywhere. The pushback was normal and we received clearance to start engine number 2. I relayed the clearance to the first officer who proceeded to use normal engine starting procedures. As engine number 2 was stabilizing; all the lights on board the aircraft dimmed and the emergency lights came on in the cabin. The first officer then switched on the generator for engine number 2; re-establishing power to the aircraft. We then smelled a burning smell in the cockpit and we both observed the egt needle on the APU pointing to the right of the 12 o'clock position; in the neighborhood of 918 C. There was no fire bell or indication of a fire from the EICAS; however; the first officer immediately reacted by pressing the right button on the APU panel to shut it down. The APU egt immediately began to quickly subside and as the first officer monitored the gauges. I asked the tug driver (so glad we had two way operating communications during this event!) what he had observed. He stated that he saw smoke; heard bangs; and then flames come out from under the #2 engine. I asked him if there were any indications of the situation persisting and he said no. I asked him to alert us immediately if he saw any more smoke or flames. I asked him to send a wing walker to the rear of the plane and confirm his observation. I looked at the egt gauge and saw it was still decreasing. The first officer and I quickly discussed the situation including QRH procedures and agreed that since none of the EICAS indications indicated we had a fire; egt was still decreasing to about the 6 o'clock position; and had confirmed that with the ground personnel; we elected not to push the fire push light. Also; the evacuation onto the taxiway full of water and with the rain and wind and again with no fire indication or observations; we agreed to hold the passengers on board; ready to evacuate nonetheless. But because of the smell; the smoke; and flames; we were going to notify the flight attendant to prepare to evacuate; the ramp to get the buses out; and alert ground to roll crash fire rescue. I called the flight attendant told her what had happened; and asked if there were any indications of smoke or fire in the cabin; she said no. I told her to prepare for evacuation. The first officer called ramp and ground. I made a PA to the 10 passengers that we were going to deplane quickly because of a possible overheat/fire in the auxiliary power unit. I observed the buses already approaching the plane so I called the flight attendant and asked her to hold off evacuating onto the active taxiway; but to deplane the passengers directly onto the buses as they pulled up. A dead heading pilot; who was seated in the passenger compartment; immediately came forward and asked if he could assist in any way. Crash fire rescue arrived. We waited for the passengers to deplane and then after all had deplaned I continued to shut down the airplane. I accompanied the fire captain and we looked in the aft equipment bay and around the airplane and confirmed no more fire or smoke. I then rode the brakes on the plane as the ramp pulled the airplane back to our starting point on 'the blast fence'. We provided the emergency personnel with our information. I carried the logbook with me and I went in and immediately called dispatch and maintenance and the chief pilot. It just seems that there are so many issues with the planes (crj 100/200) that I have noticed since being displaced back onto the aircraft type; including inoperative FMS's; and too many warning and caution messages displaying in flight then just disappearing. APU's that have egt that continuously fluctuate from green to amber or shut themselves down withan 'ops check good; could not repeat'; it is hard to know what is actually happening. I am glad to report that ramp performed professionally and well; they had the buses out to the plane within a minute; emergency personnel arrived quickly; and that ATC also did a superb job.

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Original NASA ASRS Text

Title: A CRJ50's APU failed during Engine start causing fumes and smoke in the aircraft and spiting flames; smoke and sounds out its exhaust.

Narrative: The plane was late in arriving so instead of pushing back on time we pushed back 46 minutes late. We received clearance to push back on Mike taxiway from our parking area on 'the blast fence'. It was windy; raining; cold (34 F); and I observed water puddling everywhere. The pushback was normal and we received clearance to start engine number 2. I relayed the clearance to the First Officer who proceeded to use normal engine starting procedures. As engine number 2 was stabilizing; all the lights on board the aircraft dimmed and the emergency lights came on in the cabin. The First Officer then switched on the generator for engine number 2; re-establishing power to the aircraft. We then smelled a burning smell in the cockpit and we both observed the EGT needle on the APU pointing to the right of the 12 o'clock position; in the neighborhood of 918 C. There was no fire bell or indication of a fire from the EICAS; however; the First Officer immediately reacted by pressing the right button on the APU panel to shut it down. The APU EGT immediately began to quickly subside and as the First Officer monitored the gauges. I asked the tug driver (so glad we had two way operating communications during this event!) what he had observed. He stated that he saw smoke; heard bangs; and then flames come out from under the #2 engine. I asked him if there were any indications of the situation persisting and he said no. I asked him to alert us immediately if he saw any more smoke or flames. I asked him to send a wing walker to the rear of the plane and confirm his observation. I looked at the EGT gauge and saw it was still decreasing. The First Officer and I quickly discussed the situation including QRH procedures and agreed that since none of the EICAS indications indicated we had a fire; EGT was still decreasing to about the 6 o'clock position; and had confirmed that with the ground personnel; we elected not to push the fire push light. Also; the evacuation onto the taxiway full of water and with the rain and wind and again with no fire indication or observations; we agreed to hold the passengers on board; ready to evacuate nonetheless. But because of the smell; the smoke; and flames; we were going to notify the Flight Attendant to prepare to evacuate; the ramp to get the buses out; and alert Ground to roll Crash Fire Rescue. I called the Flight Attendant told her what had happened; and asked if there were any indications of smoke or fire in the cabin; she said no. I told her to prepare for evacuation. The First Officer called Ramp and Ground. I made a PA to the 10 passengers that we were going to deplane quickly because of a possible overheat/fire in the auxiliary power unit. I observed the buses already approaching the plane so I called the Flight Attendant and asked her to hold off evacuating onto the active taxiway; but to deplane the passengers directly onto the buses as they pulled up. A Dead Heading Pilot; who was seated in the passenger compartment; immediately came forward and asked if he could assist in any way. Crash Fire Rescue arrived. We waited for the passengers to deplane and then after all had deplaned I continued to shut down the airplane. I accompanied the Fire Captain and we looked in the aft equipment bay and around the airplane and confirmed no more fire or smoke. I then rode the brakes on the plane as the ramp pulled the airplane back to our starting point on 'the blast fence'. We provided the emergency personnel with our information. I carried the logbook with me and I went in and immediately called Dispatch and Maintenance and the Chief Pilot. It just seems that there are so many issues with the planes (CRJ 100/200) that I have noticed since being displaced back onto the aircraft type; including inoperative FMS's; and too many Warning and Caution messages displaying in flight then just disappearing. APU's that have EGT that continuously fluctuate from green to amber or shut themselves down withan 'ops check good; could not repeat'; it is hard to know what is actually happening. I am glad to report that ramp performed professionally and well; they had the buses out to the plane within a minute; emergency personnel arrived quickly; and that ATC also did a superb job.

Data retrieved from NASA's ASRS site as of April 2012 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.