Not a long time ago...in an airport far away.
737-500, hot day, quick turnaround, F/O starts first engine, motors it till EGT drops below 130°C (residual was much higher). Normal start.
Captain: Why did you do that?? Donīt do it again. Itīs not written anywhere!!!
F/O: Sir yes sir.
F/O starts 2nd engine, raises start lever at 25.00000000% N2, aborted engine start due to "egt rapidly approaching the start limit". Peak was 720°C or so. (limit 725°C)
Captain's face:
Captain's reaction: ahh welll aahh mmm ok listen...youīre probably right...ahh ok...letīs see...ahh ground...we just interrupted the start because...ehhh...aahh...
A few minutes later, engine is started after some motoring (plus the one called for by the NNC) and engine started normally.
(I was not any of the above, just know the F/O very well).
i flew both jurassics and classics as a captain and I always took precautions to avoid hot starts by motoring (for just a few seconds) engines that had high residual EGTs and having the airplane towed out of a direct tailwind if this exceeded 7 to 10 knots right at the tail, especially in combination with some residual EGT. I enjoy NG now and normal peak EGTs are wayy lower than the redline (which happens to be 725°C).
At times I watched the APU EGT in our Garrets go as high as 710° (max continuous) during start. As soon as I had one engine started I put that generator on bus and then I started the second engine with APU EGT readings 20 to 30°s lower (which is a lot). Some used to de energize the EMDPs but thatīs something I chose not to do, because thereīs always the risk of not being able to energize them again or forgetting them off.
Regards,
SW.