Not entirely, lynn789. Even the RR Spey could be a bit recalcitrant when asked to start on a cold morning. This was often exacerbated by the "plugs" being damp. When the fuel eventually ignited in the combustion chambers, the unburned fuel downstream would also light-up, pushing a flame out of the back end. "Milking" the HP (fuel valve) cock - in an attemt to avoid exceeding the maximum TGT (turbine gas temp) - could get you into trouble if the CSDS (constant-speed [AC generator] drive-cum- [engine] starter) drive-shaft sheared, an occasional inconvenience. Something similar could happen on hot days if the APU (or HP-air start-truck) was not delivering enough air pressure, leading to the N2 (HP) shaft not rotating fast enough for the engine to cope with the introduction of fuel. Again, high temperatures at the back end of the engine would be the result.
One aspect of Brian Abraham's guide to the P&W 2800 surprised me. On the P&W 1830, do we not have the mags on from start of engine rotation ("meshing"), and only introduce the fuel when the requisite number of blades have passed the window? Don't recall any priming being required (but it's been 42 years). If I'm right, why the difference?