A MD80 crew discontinued an engine start during push back. On the next start the engine did not light off because the ignition was left OFF so the start was disconnected but because of a distraction its fuel control lever was not put to OFF. When ignition was selected for the second engine start the first engine started and hung unnoticed. Its EGT peaked at 560 degrees before being shut down.
Synopsis
A MD80 crew discontinued an engine start during push back. On the next start the engine did not light off because the ignition was left OFF so the start was disconnected but because of a distraction its fuel control lever was not put to OFF. When ignition was selected for the second engine start the first engine started and hung unnoticed. Its EGT peaked at 560 degrees before being shut down.
Narrative
During preflight ATIS was inoperative and we turned the VHF communication to the ATIS frequency to monitor in case the ATIS became available again. During pushback the tug driver gave the clearance to start very early in the push and out of habit I began the start procedure; but before I engaged the starter I remember the new procedure and stopped. Out of habit again I turned off the ignition. During the subsequent start attempt at the end of the push the ignition was inadvertently left off. Upon discovery of this I verbalized my intention to interrupt the engine start. We also discussed starting the right engine while the left engine N1 and N2 decreased to zero. Simultaneously; the ATIS became operative again and the sudden loud reception over the First Officer's speaker distracted us from the fuel lever as he moved to adjust the communication. While monitoring the left engine; I prepared to start the right engine by placing the ignition in 'A;' and noticed the left engine EGT suddenly spike to about 560 degrees C. It was very shortly after that we discovered the fuel lever had been left on and the First Officer moved quickly to immediately turn it off. No loud noise; smoke or fumes were observed. We called to be towed back to the gate; called Maintenance and made a logbook entry.
Second reporter narrative
During preflight it was noticed both printed and audible ATIS was not available. Early into the pushback engine start clearance was received and the procedure started. Just before engaging the starter; it was decided to delay start until after pushback was complete in accordance with recent implementation of the new procedure. The ignition switch was then moved to 'off' without notice. When starting the left engine at brake set; the ignition switch was still in the 'off' position. Upon discovery of no light off with the fuel lever on; the start was discontinued and the engine was allowed start winding down. At the same instant; the ATIS started broadcasting very loudly to both pilots. Action was take to turn off the frequency and attention was momentarily diverted from the fuel lever. Immediately after; it was agreed to start the right engine first to allow the left engine more time to wind down to a stop. When ignition was applied to begin the start sequence for the right engine; the left engine EGT was observed to be climbing rapidly to the 560 degree range. Immediately noticed the left fuel lever was still 'on' and it was quickly moved to 'off.' No abnormal noises; smoke; or fumes were observed. Tow crew then brought the aircraft back to the gate. Maintenance Technician promptly arrived and was given a complete briefing on the event. The flight was switched to a different aircraft and departed. Checked the maintenance computer entries the following morning to find some igniters were replaced and aircraft was back in service and on a flight.
Source: NASA Aviation Safety Reporting System (public domain). Reports are voluntary submissions and are not verified by NASA.