What happened
The FAA’s narrative, in sentence case. The FAA writes it in capitals and removes private details.
Captain privacy data omitted during taxi out admitted to employing an undocumented, unendorsed procedure which entailed moving both engine fuel control off/run switches to off momentarily, then back to on in order to clear the l/r eng maint cas message. This action created a situation in which the right (no. 2) engine did not relight and the excess raw fuel that was injected into the combustion chamber was ignited by residual heat and pushed aft to the thrust reverser unit where it continued burning. Line personnel at phx noticed the smoke coming from the tailpipe of the no. 2 engine and signaled the crew to shut down. The aircraft was subsequently evacuated with no injuries. The thrust reverser unit (tru) was damaged by the high heat and had to be replaced. Furthermore, captain privacy data omitted was in the left seat and taxiing the aircraft under power when he cycled the engine run switches, contributing to a breakdown in crew resource management. Captain privacy data omitted was busy trying to find the proper remedy for the l/r eng maint cas in the qrh when captain privacy data omitted took it upon himself to cycle the switches without soliciting input from the co-pilot. Captain privacy data omitted claimed that he learned this procedure from privacy data omitted, the former chief pilot for mgm resorts international, and actually saw it demonstrated by privacy data omitted in the company's Gulfstream v on the ground and in flight. He acknowledged that he was aware of the correct procedure outlined in the G550 quick reference handbook (qrh). Fatigue there is no evidence or claim of fatigue by either pilot as either a factor present or contributing to this incident. Both pilots stated they were not tired and the duty day up to the incident had not been out of the ordinary. Flight time logged up to the point of incident was 0.0 hours, duty time for purposes of this investigation began at 2330Z (1630L) and ended at approximately 0100Z (1800L) which is a few minutes after the aircraft was evacuated and aircraft shutdown. Weather conditions there were no significant meteorological conditions present or reported that could be considered causative; temperature was reported as 40 degrees celsius (104 deg. Fahrenheit) with winds gusting from the southwest at 20 knots.
As the FAA filed it
CAPTAIN ^PRIVACY DATA OMITTED^ DURING TAXI OUT ADMITTED TO EMPLOYING AN UNDOCUMENTED, UNENDORSED PROCEDURE WHICH ENTAILED MOVING BOTH ENGINE FUEL CONTROL OFF/RUN SWITCHES TO OFF MOMENTARILY, THEN BACK TO ON IN ORDER TO CLEAR THE L/R ENG MAINT CAS MESSAGE. THIS ACTION CREATED A SITUATION IN WHICH THE RIGHT (NO. 2) ENGINE DID NOT RELIGHT AND THE EXCESS RAW FUEL THAT WAS INJECTED INTO THE COMBUSTION CHAMBER WAS IGNITED BY RESIDUAL HEAT AND PUSHED AFT TO THE THRUST REVERSER UNIT WHERE IT CONTINUED BURNING. LINE PERSONNEL AT PHX NOTICED THE SMOKE COMING FROM THE TAILPIPE OF THE NO. 2 ENGINE AND SIGNALED THE CREW TO SHUT DOWN. THE AIRCRAFT WAS SUBSEQUENTLY EVACUATED WITH NO INJURIES. THE THRUST REVERSER UNIT (TRU) WAS DAMAGED BY THE HIGH HEAT AND HAD TO BE REPLACED. FURTHERMORE, CAPTAIN ^PRIVACY DATA OMITTED^ WAS IN THE LEFT SEAT AND TAXIING THE AIRCRAFT UNDER POWER WHEN HE CYCLED THE ENGINE RUN SWITCHES, CONTRIBUTING TO A BREAKDOWN IN CREW RESOURCE MANAGEMENT. CAPTAIN ^PRIVACY DATA OMITTED^ WAS BUSY TRYING TO FIND THE PROPER REMEDY FOR THE L/R ENG MAINT CAS IN THE QRH WHEN CAPTAIN ^PRIVACY DATA OMITTED^ TOOK IT UPON HIMSELF TO CYCLE THE SWITCHES WITHOUT SOLICITING INPUT FROM THE CO-PILOT. CAPTAIN ^PRIVACY DATA OMITTED^ CLAIMED THAT HE LEARNED THIS PROCEDURE FROM ^PRIVACY DATA OMITTED^, THE FORMER CHIEF PILOT FOR MGM RESORTS INTERNATIONAL, AND ACTUALLY SAW IT DEMONSTRATED BY ^PRIVACY DATA OMITTED^ IN THE COMPANY'S GULFSTREAM V ON THE GROUND AND IN FLIGHT. HE ACKNOWLEDGED THAT HE WAS AWARE OF THE CORRECT PROCEDURE OUTLINED IN THE G550 QUICK REFERENCE HANDBOOK (QRH). FATIGUE THERE IS NO EVIDENCE OR CLAIM OF FATIGUE BY EITHER PILOT AS EITHER A FACTOR PRESENT OR CONTRIBUTING TO THIS INCIDENT. BOTH PILOTS STATED THEY WERE NOT TIRED AND THE DUTY DAY UP TO THE INCIDENT HAD NOT BEEN OUT OF THE ORDINARY. FLIGHT TIME LOGGED UP TO THE POINT OF INCIDENT WAS 0.0 HOURS, DUTY TIME FOR PURPOSES OF THIS INVESTIGATION BEGAN AT 2330Z (1630L) AND ENDED AT APPROXIMATELY 0100Z (1800L) WHICH IS A FEW MINUTES AFTER THE AIRCRAFT WAS EVACUATED AND AIRCRAFT SHUTDOWN. WEATHER CONDITIONS THERE WERE NO SIGNIFICANT METEOROLOGICAL CONDITIONS PRESENT OR REPORTED THAT COULD BE CONSIDERED CAUSATIVE; TEMPERATURE WAS REPORTED AS 40 DEGREES CELSIUS (104 DEG. FAHRENHEIT) WITH WINDS GUSTING FROM THE SOUTHWEST AT 20 KNOTS.