LEM,
Re 30psi for the in-flight start; my guess would be that a minimum of 30psi gives you the best chance of a normal start. With one engine still operating 30psi is no problem to achieve, so why not have it.
Re hot starts; fortunately no direct experience, but I have done about 30 CFM56-3 in-flight restarts this year, both starter assist and windmill, all from the edge of the envelope and I have not had a peak EGT much above 600C. Then again, I have done thousands of engine starts on the ground and not had a hot start either!
Not directly answering your questions but here is some good background info on the subject that I got from GEAE:
"Regarding the In-flight envelope:
The in-flight start envelope represents the conditions where a successful start is guaranteed from a stabilized windmilling condition as verified during certification testing. Successful starts may be accomplished outside this envelope (both with respect to airspeed and with respect to altitude), depending on the thermal state of the engine and the residual rotation speed; e.g. if a start is attempted while the engine is spooling down (called a "quick windmill relight”), the engine may successfully start at a lower airspeed or higher altitude than the published envelope. CFMI does not discourage airstart attempts outside the envelope but engine parameters should be monitored closely for an engine stall or EGT exceedance. Also, in the case of an all-engine out case, consideration should be given to the drain on the battery during start attempts outside the envelope which may have a low probability of success.
Maximum EGT.
The certified EGT limit for start is 725 deg C both on the ground and in flight. However, both CFMI and Boeing encourage the use of 930 deg C (takeoff EGT limit) to afford the pilot every opportunity to get a successful start in an all engine out situation. The higher EGT is not as severe for the engine in-flight as there is significant airflow through the engine unlike the static ground start case."
Barit1: the psi being referred to was duct pressure not oil pressure
S&L