B737 pilot and dispatcher reported an engine starter malfunction during engine start after pushback from the gate. The aircraft returned to the gate and after an airplane swap was done the flight continued to destination.
Synopsis
B737 pilot and dispatcher reported an engine starter malfunction during engine start after pushback from the gate. The aircraft returned to the gate and after an airplane swap was done the flight continued to destination.
Narrative
After pushing back from Gate X in ZZZ; I started Engine #2. Engine #2 had a normal start; and I closed the isolation valve and set the right pack valve to auto. As I began starting Engine #1; the Captain noticed the Start Valve Open light was illuminated on Engine #2. The Captain ran the QRH Checklist for Start Valve Open; while I continued to start Engine #1. As directed by the QRH procedure; because the light remained illuminated; the Captain moved the Engine #2 start lever to Cutoff. After Engine #1 was started; the Captain asked that I try starting Engine #2 again. After Engine #2 was started; the Start Valve Open light again remained illuminated. While still illuminated; the Captain called maintenance and asked me to brief the flight attendants and the passengers about the situation and the delay. While I was on with the flight attendants; the Captain was directed by maintenance to reset a circuit breaker. Soon after; I was off with the flight attendants. They called me back to inform me that a passenger reported seeing smoke from the #2 Engine.As I informed the Captain about this; he noticed the Engine Overheat light was illuminated. The Captain quickly ended the call with maintenance and began reading the QRH procedure ENGINE OVERHEAT. The ENGINE OVERHEAT Checklist directed him to the Engine Fire or Engine Severe Damage or Separation QRH procedure. The Captain was going through the procedure rather quickly and I soon realized I needed to have my QRH open as well; to confirm steps he had already taken; to be sure steps were followed correctly. I mentioned to the Captain that he's getting a bit ahead of me and I asked that we slow down and run the checklist together. At this point there were a few PM (Pilot Monitoring)/PF (Pilot Flying) confirmation steps that weren't confirmed by both pilots. The Captain agreed to pause while I caught up. At this point I realized he was on the Engine Fire or Engine Severe Damage or Separation QRH procedure. I informed him I needed to go back to the Engine Overheat QRH Checklist because I needed to verify that we were on the correct checklist.Soon we were both on the same page and we went through the Engine Fire or Engine Severe Damage or Separation QRH procedure together as PM/PF. As directed by the QRH we pulled the fire switch and rotated the fire handle to the stops to discharge each fire bottle. After the procedure was complete; the Engine Overheat light was still illuminated; so we dispatched the fire department to assess the status of Engine #2. The fire department reported a temperature readout of 140 degrees and confirmed there was no fire and it was safe to taxi back to the gate. Once we pulled back into the gate; I moved the isolation valve to OPEN and APU bleed valve to ON; as routine during my shutdown flow. I noticed the Ground Crew signaling to me that Engine #2 was still on. I told the Captain; and we verified the start switch was at the Cutoff position. Momentarily confused by why this was happening; the Captain then realized the issue was because the start valve was still open; the isolation valve set to open and the APU bleed valve set to ON; causing the N2 to rotate. The Captain then closed both the isolation valve and the APU valve. No other events occurred after this point and the passengers were safely deplaned without incident.Preventative Measures: Follow QRH first before calling Maintenance. QRH would have directed us to shut the engine down for a second time; which would have prevented the overheat.
Second reporter narrative
Aircraft pushed back from gate and called Dispatch about maintenance issue. I did not take call for original maintenance issue; a neighboring Dispatcher did. From my understanding maintenance told the Captain to pull some breakers to try and clear an item. Whatever was done worked and the plan continued to proceed to the runway to take off. The crew ACARSed me with a maintenance message saying that they blew 2 bottles for an Engine 2 overheat and said that a firetruck was meeting them on the deice pad. I stood by in case anything was needed from me. Once the Captain returned to the gate; he called me and I patch maintenance; Chief Pilot and the regional Superintendent of Dispatch. We found that a Passenger reported to a Flight Attendant that they saw smoke coming from the engine. The Pilots were informed and noticed that the Engine Overheat light was illuminated. They then followed the QRH and blew both fire extinguisher bottles before the light went out. Fire trucks then inspected engine before taxi back to the gate. No soul on board was harmed. Aircraft swapped and flight continued on to ZZZ1.
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Source: NASA Aviation Safety Reporting System (public domain). Reports are voluntary submissions and are not verified by NASA.