SkyWest flight catches fire at Nashville Airport

@jtrain609 this. Easier than you might think to do. Not that I'm speaking from experience or anything.

I can understand missing it and having the engine not start, that makes sense.

But tossing them on AFTER fuel introduction in order to try to fix the earlier mistake?

That may require some retraining.

And a party with the CFO where they thank the crew for torching the thing. I'd be thrilled if I was running the fiancial books and this happened.
 
@jtrain609 the 2 and the 7 are just different enough to introduce mistakes like this. Not saying it's ok, best thing to do is abort the start and let the fuel drain obviously, but it can happen is the point. Who knows if this was the case here but it would have been a really good/egregious one if so.

Sometimes up north on very cold mornings where these fine machines were born the ignitors can be slow to warm up and you can have a similar situation on an otherwise perfectly performed start procedure. Pro tip for the Deuce: continuous ignition prior to start is your friend when the mercury is waaaay down there eh.
 
I can understand missing it and having the engine not start, that makes sense.

But tossing them on AFTER fuel introduction in order to try to fix the earlier mistake?

That may require some retraining.

And a party with the CFO where they thank the crew for torching the thing. I'd be thrilled if I was running the fiancial books and this happened.

Actually really easy to do. Missing the ignition button after introducing fuel, but thinking that "I can hit it now and it'll be fine!", when it never is. Hence the "Don't touch that button!!!" (or switch, or whatever it is).

Most fighters are like the aforementioned 700/900 with autoignition. The old T-38......you have to place the fuel to idle and then hit the ignition button. You'd get the "oops, I forgot to...", then press it, then BOOM! out the tailpipe for all to see and hear. :)
 
Never worked a ramp but I have my own signal to indicate the plane is on fire.

If you ever see me do this blow every bottle you got.

5283513-young-man-running-away-isolated-on-white-background.jpg
 
I am guessing, but maybe bleed air ducting length causes a longer start on #1, which could lead to warmer starts, and even a hot start?
Wy would bleed air ducting be shorter for engine 1?

And it is apu bleed air that starts the engines... not like that stuff is 14th stage highly compresssed hot air.
 
I could be way off base here, but I'm not buying the "arming ignition" after fuel is introduced. That plane probably just finished pushback. First flight of the day. They start the #1 engine first. Ignition would've been armed for that. Then start the #2. So it would've already been armed.

Of course, this all goes out the window if the crew didn't follow procedure in starting the #1 first, or had set the plane up for a single engine taxi using #1. I find the latter hard to believe as well because 1) I have never flown with anyone that did a SE taxi using #1 during first flight and 2) you still leave the ignition armed after setting it up.
 
I could be way off base here, but I'm not buying the "arming ignition" after fuel is introduced. That plane probably just finished pushback. First flight of the day. They start the #1 engine first. Ignition would've been armed for that. Then start the #2. So it would've already been armed.

Of course, this all goes out the window if the crew didn't follow procedure in starting the #1 first, or had set the plane up for a single engine taxi using #1. I find the latter hard to believe as well because 1) I have never flown with anyone that did a SE taxi using #1 during first flight and 2) you still leave the ignition armed after setting it up.

We don't do SE FFOD taxi very often. But when we do, it's not a big deal.
 
@jtrain609 the 2 and the 7 are just different enough to introduce mistakes like this. Not saying it's ok, best thing to do is abort the start and let the fuel drain obviously, but it can happen is the point. Who knows if this was the case here but it would have been a really good/egregious one if so.

Sometimes up north on very cold mornings where these fine machines were born the ignitors can be slow to warm up and you can have a similar situation on an otherwise perfectly performed start procedure. Pro tip for the Deuce: continuous ignition prior to start is your friend when the mercury is waaaay down there eh.
FWIW, we did this on the Brasilia too as procedure, for "cold" morning starts. We ran the ignition manually for 30 seconds before cranking, then went back to AUTO for the start (the GCU would turn on the ignition when the start command was received).

On my Brasilia IOE, we picked up an airplane from Maintenance, and the ignition switches were in OFF (we NEVER went to OFF except when directed by a procedure, so it was an unusual switch position that we both missed...no, there was no time pressure to get out slightly less late or anything etc.). Looked up to call out "ignition light out," saw no white light, thought for a jiffy about what to say, then said "wet start." We motored and felt like losers for missing the switches on the originating (and sitting there for the starter cooling limit, of course).
 
FWIW, we did this on the Brasilia too as procedure, for "cold" morning starts. We ran the ignition manually for 30 seconds before cranking, then went back to AUTO for the start (the GCU would turn on the ignition when the start command was received).

On my Brasilia IOE, we picked up an airplane from Maintenance, and the ignition switches were in OFF (we NEVER went to OFF except when directed by a procedure, so it was an unusual switch position that we both missed...no, there was no time pressure to get out slightly less late or anything etc.). Looked up to call out "ignition light out," saw no white light, thought for a jiffy about what to say, then said "wet start." We motored and felt like losers for missing the switches on the originating (and sitting there for the starter cooling limit, of course).
The mighty Garrett installation we run has the ignition powered by the start switch in parallel with the auto/off/continuous switch so regardless of that switch position you have spark when dropping the start/off/gen switch into the start detent. Although a nearly analogous situation (though with much less potential for engine meltage) that has happened several times is the parallel/motor/series battery switch getting bumped to motor (intentionally for mx purposes or accidentally by Captain Fatfingers) which results in "hmm, RPM 10% and climbing with no ignition or fuel! what the...oh yeah".
 
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