AN ACR DC9-30 CREW HAD THE #2 ENG CATCH ON FIRE DURING THE START WHEN THEY TURNED ON THE IGNITION SOME TIME AFTER THE FUEL LEVER WAS PLACED INTO THE 'ON' POS.

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DURING START OF #2 ENG IN DC9-30; I MISSED THE IGNITION ON DURING THE READING OF THE CHKLIST. DURING PUSHBACK I GOT INVOLVED WITH THE CALL OF THE TIME OFF THE GATE AND AGAIN MISSED THAT THE IGNITION SWITCH WAS NOT ON DURING MY 'SILENT FLOW' TO CHK SWITCHES. WHEN I ADVANCED THE FUEL CTL LEVER; THERE WAS NO LIGHT OFF. INSTEAD OF CLRING THE ENG AS TRAINED; I JUST INADVERTENTLY LET GO OF THE STARTER AND FAILED TO RETARD THE FUEL CTL LEVER. I PLANNED TO 'CLR' THE #2 ENG AFTER STARTING THE #1 ENG. WHEN I PUT ON THE IGNITION SWITCH TO START THE #1 ENG; A FIRE STARTED IN THE #2 ENG THAT WAS STILL GETTING FUEL AND NOW IGNITION. I RETARDED THE FUEL CTL LEVER AND THEN DISCHARGED BOTH FIRE EXTINGUISHER BOTTLES INTO THE #2 ENG BECAUSE THE GND CREW INDICATED THAT THE FIRE WAS STILL GOING. THE FIRE STOPPED SHORTLY THEREAFTER. I THINK A WAY TO REDUCE THE OCCURRENCE OF THIS EVENT WOULD BE FOR THE 'TIME CALL' OFF THE GATE BE MADE LATER IN THE TAXI OUT SEQUENCE. ALSO; ONE SHOULD NOT ALLOW SO MANY DISTRS TO HAPPEN RIGHT WHEN A START IS INITIATED. SUPPLEMENTAL INFO FROM ACN 430937: I BELIEVE THE PROB AROSE BY THE CAPT FAILING TO PLACE THE IGNITION SWITCH TO 'ON' IN THE BEGINNING OF THE CHKLIST AND FOR MYSELF FOR NOT XCHKING HIS WORK. ALSO; FOR THE CAPT IN FAILING TO PERFORM A CLRING OF ENG AFTER AN ABORT START. I SHOULD HAVE WATCHED FOR THE CAPT'S ACTIONS OF FUEL CTL IGNITION AND CLRING OF ENG. MAINT CHANGED BOTH FIRE BOTTLES; PERFORMED A BRIEF INSPECTION; A RUN-UP AND WE FLEW THE ACFT OUT LATER THAT DAY. NO DAMAGE TO ACFT OR ENG. CONTRIBUTING FACTORS: SOME AIRLINES USE BOTH PLTS TO START ENGS. MY AIRLINE ALLOWS THE CAPT ONLY. THE FO IS TO MONITOR. I THINK IF BOTH PLTS START ENGS THIS MIGHT NOT HAVE OCCURRED.