Date: 201203
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: Q400
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Takeoff / Launch
ATC / advisory: Tower ZZZ
Aircraft component: DC Generation
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Distraction; Time Pressure; Training / Qualification
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: Taxi
Result: Flight Crew Took Evasive Action; Flight Crew Returned To Gate; Flight Crew Rejected Takeoff; General Flight Cancelled / Delayed; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: This aircraft spent the day without revenue operation until it was towed to the gate. The aircraft was recently signed off by Maintenance Control for various procedures. The crew and I completed the first-flight-of-the-day checks and went about a normal push back and taxi to Runway 15. The First Officer was handed control to initiate the takeoff roll; soon after applying takeoff power I verified set power and took hold of both power levers (SOP). Immediately following this action we encountered a Master Caution '#1 DC GEN' caution light. The minor fault was not in my opinion a serious reason to abort; however the fact that the aircraft recently left maintenance raised my suspicion on what may be the root cause of the minor fault. I used my judgment to 'ABORT' the low speed take-off roll and ease the plane onto a down field high speed taxiway with minimal braking. ATC was notified and we held our position clear of 15 as we contacted company. Taxi was accomplished back to the gate with all buses powered; #1 DC GEN caution illuminated. Following Maintenance running up both engines and complying with the MEL log to MEL the #1 DC GEN / GCU; the aircraft was signed off; boarded up for the second time and main cabin door closed. Engine #2 was successfully started; however engine #1 spooled up to 16% NH with negative Fuel Flow with a stable rise in ITT up to approximately 400 C. The ITT rise was gradual but the start ultimately aborted 30 seconds into spool up. We had the ground crew remain attached with headsets on to monitor both engine starts in case an issue would suddenly appear involving the #1 starter generator. The individual on the tug in direct communication notified us of white smoke emitting out of the nacelle as we aborted the engine start. The smoke quickly dissipated with NEGATIVE fire indication. My First Officer and I felt comfortable to have them tow us back into the gate. The aborted engine start QRH was complied with and need to 'motor' the engine was not required for we had some sort of minimal light-off (given the rise in ITT) and minimal to no Fuel Flow indication on the ED during the start sequence; would classify it as a 'hung' start hanging at a speed of 16% NH.




Synopsis: A Q400's Master Caution alerted #1 DC GEN so the takeoff was rejected and after maintenance action to MEL the generator the #1 ENG failed to start so additional maintenance was required.