If ITT doesn’t show within 30 seconds, abort the ERJ engine start.

Let me set the scene: you’re in the cockpit before a scheduled leg on a crisp morning. The engines are quiet, the cabin hum is steady, and the start sequence is a little dance you’ve done many times. In the ERJ, as in any modern jet, that first flutter of ITT—the Inter-Turbine Temperature—tells you whether your combustion is actually taking place. It’s not just a number on a gauge; it’s the engine saying, “I’ve got flame, I’m awake, let’s go.”

Here’s a quick thinking exercise that captures a core truth about engine starts in SkyWest-specific operations and what you’ll see in your cockpit knowledge checks: Which condition requires an engine start to be aborted?

• A) Positive oil pressure indication within 10 seconds

• B) No ITT indication within 30 seconds after fuel flow initiation

• C) Stable N1 and N2 speeds

• D) A successful engine start

If you’ve wrestled with this kind of decision in the sim or on the line, you know the right answer is B: No ITT indication within 30 seconds after fuel flow initiation. Let’s unpack why that matters so much.

What ITT is really telling you

Inter-Turbine Temperature is more than a metric. It’s a direct readout of the combustion happening inside the engine. When you initiate fuel flow, you’re hoping for ignition, flame stabilization, and a rising ITT as the fuel burns and the turbine sections start to wake up. If ITT stays flat—no climb, no movement toward a normal operating window—that’s a red flag. It can mean fuel isn’t reaching the burners, ignition isn’t occurring, or there’s a fault in the fuel-delivery system. In any of those cases, continuing the start could lead to a hard start, a hot-start scenario, or even more serious damage. So, the absence of ITT progression within a defined window is the moment you pause and reassess.

Why the other signals don’t alone justify an abort

You’ll hear pilots say, “Oil pressure is good,” or “N1 and N2 are steady,” and that sounds like everything’s going smoothly. Those observations are absolutely important, but they aren’t the decisive abort signal in this particular start sequence. Here’s the nuance:

• Positive oil pressure within 10 seconds: This is a fantastic sign for lubrication and a healthy lubrication system. It means oil is circulating, which is essential once the engine starts, but oil pressure by itself doesn’t guarantee combustion is actually happening. It’s a supportive indicator, not the trigger to abort if ITT is silent.

• Stable N1 and N2 speeds: Steady rotor speeds suggest the engine is moving along the expected path. Again, that’s good news, but if there’s no ITT rise, you still don’t have ignition. The core question is: is combustion happening? Without ITT, you don’t have that confirmation yet.

• A successful engine start: Of course, that’s the target. But in the start phase, the absence of ITT growth overrides other signs. If ITT isn’t climbing, the start isn’t truly successful, regardless of what other lights or readings say.

The safety reasoning behind the 30-second rule

Aircraft engines are built with multiple protections and failure modes, but the start sequence needs a clear answer quickly. Waiting too long with no combustion can allow unburned fuel to accumulate, or it can mask a developing fault that will only show up under load. Abort criteria are designed to minimize risk, protect the engine, and preserve the integrity of the powerplant and the airframe in those critical first moments.

In practice, when ITT doesn’t show movement within the specified window, the crew will execute the aborted start procedure. That typically involves shutting off fuel flow, isolating the start circuit, and cycling back into a safe configuration for a re-attempt (if appropriate) or moving on to the next step in the climb or takeoff plan. The overarching idea is to stop before you commit to a condition that could lead to a more serious malfunction.

How this fits into cockpit discipline and CQ/KV knowledge

Pilots in SkyWest operations rely on a clear mental model of engine start sequences. The CQ (Cockpit Qualification) and KV (Knowledge Validation) mindset is less about chasing a perfect, textbook start and more about recognizing when the sequence is deviating from the safe norm. The ITT criterion is a perfect example: it’s a simple rule, but it embodies a lot of engineering judgment—what you should trust, what you shouldn’t, and what steps to take when a signal doesn’t come in on time.

To make this practical, keep a few go-to habits in your pocket:

• Read the signs quickly, but don’t rush the read. ITT, N1, N2, and oil pressure all tell a story. The story’s pace is fast, but your interpretation should be deliberate.

• Cross-check indicators when a start looks odd. If ITT is stubbornly flat but oil pressure pops up and N1/N2 look steady, you’re at a crossroad—abort and reassess rather than push through an uncertain start.

• Treat ITT as the primary ignition indicator. It’s the one that tells you whether combustion is actually happening. Other signals are supportive, not decisive on their own.

• Practice the decision path, not just the numbers. In the cockpit, you’ll hear callouts and see alarms. The right action is guided by the rule: if ITT doesn’t rise within the window, abort.

A quick stroll through a real-world analogy

Think about starting a car on a cold morning. You turn the key, you hear the engine trying, but there’s no combustion happening—the engine sounds like it’s spinning without catching. In aviation, that moment is even more critical because you’re dealing with a high-performance machine and a high-stakes environment. The ERJ’s airframe and systems expect precise signals to line up: air, fuel, ignition, and timing. If ignition never catches, continuing as if nothing happened is a poor bet. You’d cut the fuel, let things reset, and try again with a fresh chance at a clean start. The same logic applies in the cockpit when ITT stays silent.

A few practical tips you’ll appreciate in the schedule and on the taxiway

• During the start sequence, stay attuned to the rhythm of the gauges. Your eye will catch the ITT trace, the N1/N2 slope, and the oil pressure surge—together they narrate the engine’s story.

• Don’t chase a single favorable signal. If one sign looks good but ITT remains unresponsive, your alarm bell should still ring.

• Use the EICAS and crew communication to confirm what you’re seeing. Sometimes a reading on the display is impacted by sensor calibration or a transient anomaly; cross-checking with the flight deck crew helps avoid overreacting to a glitch.

• Keep the crew alertness high during start, especially in varied environmental conditions (cold soak, high altitude, hot & humid air). Start performance can wobble under different temps and pressures, and your judgment needs to adapt.

A nod to the broader picture

Engine starts aren’t isolated incidents. They’re one of the many moments on a flight where theory meets practice, and where safety hinges on quick, correct interpretation of signals. The same rigorous mindset applies to fuel management, hydraulic monitoring, and electrical system checks. It’s all part of the larger craft of flying—where knowledge isn’t just about memorized rules, but about developing a dependable intuition for what the aircraft is telling you in the moment.

If you’re curious about the bigger picture, here’s a thought to carry forward: systems in an ERJ talk to each other in a language of numbers and lights. Understanding that language—knowing what each signal can and cannot guarantee—lets you respond with calm precision when the unexpected happens. That calm is priceless, especially when weather or time pressures tighten the cockpit’s pace.

A gentle closer

The engine start sequence is a small, precise ritual, but it has outsized consequences. The 30-second mark for ITT is not just a technical checkpoint; it’s a decision point that reflects a broader commitment to aviation safety. When ITT stays quiet after fuel flow starts, aborting the start isn’t a failure or a stumble—it’s smart risk management in motion. And when ITT does rise as it should, you’ve earned a clean, confident start that carries you toward a smooth takeoff and a safe flight.

So next time you run through that start, listen to the engine’s quiet dialogue. Watch the ITT, yes, but also let the other indicators tell their part of the story. The combo of signals—ITT as the ignition heartbeat, oil pressure as lubrication’s nod, and N1/N2 as the speed pulse—will guide you toward the right call with clarity and steadiness. That’s how seasoned crews fly with assurance, and that’s the rhythm you’ll want to lock in as you build your own cockpit intuitions.