THE HOT START

It is really only possible to determine that a hot start is happening by comparing its indications to those of a
normal start. The E.G.T. can initially rise as normal, the rapid acceleration towards the E.G.T. limit only
becoming apparent a few seconds into the start. In many cases the only chance of stopping the temperature
limit being exceeded lies in having the ability to switch off that engines fuel and ignition switch as quickly as
possible. Waiting for instructions or discussing the indications will almost certainly cost you or your company
the price of a new engine (hence keeping your finger on the fuel and ignition switch). If the E.G.T. does exceed
the limit by only one degree the engine is to be considered unserviceable. The reasons for a hot start lie
almost entirely in having too much fuel and not enough air to cool the gases through the turbine. This can be
caused by a variety of reasons, such as the throttles either not being set to idle during the preflight check or
being knocked away from the idle position, or alternatively the engine not rotating fast enough or partial
seizure because of ice. This is a very common fault and is most likely to be caused by a tailwind during the
second start of the day. The residual heat in the engine adding to the problem.

THE WET START

The failure to start, more commonly known as the wet start, is indicated by the E.G.T. not rising and the
engine r.p.m. stabilising at the maximum that the starter motor can achieve. It may be some time before it is
realised that the problem is a wet start, starting malfunctions on gas turbine engines are rare and always come
as a surprise, except in the simulator, where they will become the norm. This long period, during which fuel is
being pumped into the engine, means that the engine is becoming saturated with it. This is confirmed by the
fuel flowmeter indication. The danger exists that this fuel, if ignited, will cause a very large jet of flame to issue
from the exhaust system, the phenomenon called torching. To prevent this happening, before attempting a
second start a motoring over or blow out cycle must be carried out. In preparation for the blow
outcycle, do not terminate the start cycle when the wet start is diagnosed, just close the H.P. fuel and
ignition switch and allow the starter to continue to turn the compressor for a specified time before attempting
a restart.

THE HUNG START

The indications of a hung start are the E.G.T. being higher than would be expected for the r.p.m. at which the
engine has stabilised, which is lower than self sustaining speed. This high E.G.T. is not greater than the limit,
however, maintaining the engine in this state will do it no good at all, and could do it a great deal of harm. The
H.P. cock must be closed and the problem investigated, the usual answer being the fact that there is not
sufficient airflow through the engine to support efficient combustion (eg. contaminated compressor). This of
course means that the gases from the combustion chambers will not have sufficient power to assist the starter
motor in accelerating the engine beyond self sustaining speed, once the starter motor cycle has finished, the
engine RPM remains stable below the figure that will enable it to accelerate away to idle speed. ENGINE
RUNDOWN TIME Engine Rundown Time or Spool down Time is the time taken for the engine to stop after the
H.P. fuel cock is closed. Mental note should be taken of the Rundown Time of each engine and comparison
made, thereby giving advance warning of engine malfunction.