EMB-145 flight crew reported during taxi they got an APU fire message. They stopped the aircraft and ran the QRH.
Synopsis
EMB-145 flight crew reported during taxi they got an APU fire message. They stopped the aircraft and ran the QRH.
Narrative
As the aircraft turned on to the ramp; taxiway 1; we received an EICAS messages: APU FIRE (red); APU FUEL SOV CLSD (blue).Captain immediately stopped the aircraft. I notified ramp control that we were unable to proceed due to the EICAS message.Captain called for the QRH (not the QRC). As I scanned the red 'smoke' section; he took the QRH and began to search for the correct checklist. During this time; he instructed me to press the 'APU Fire Ext' button. As he began to read the checklist; he realized that APU FUEL SHUTOFF should have been the first instruction; but we did accomplish the entire checklist as-written.After running the checklist in the QRH; Captain called maintenance for guidance. I notified the FA and passengers.Following the QRH checklist; the APU FIRE notification remained illuminated. I called ramp control if they could see any smoke or flames; they could not. I requested a fire truck to confirm no smoke or flames. While waiting for the fire truck; our FA checked the rear of the aircraft for smoke; she stated there was none. Rather than one fire truck to help confirm; six arrived. Once the fire department cleared us; we contacted ramp control to continue taxi. We arrived at the gate XX; without further incident; followed by one fire truck. The ramp controller apologized for the overkill; stating she had only requested one truck to help us confirm.Captain contacted the ZZZ Chief Pilot to debrief him. Captain and I also debriefed and wrote down our notes. We discussed the out-of-order incident with the QRH and the fact that he should have called for the QRC. APU FIRE disappeared from the EICAS when we reached the gate. A firefighter met us at the gate; waved; and then left with no discussion or other interaction.Suggestions: We both agreed that the word 'FIRE' initially caused a surge of adrenaline; leading to 'run the QRH' rather than 'run the QRC;' When we reached the end of the QRH and realized an APU fire; while an important incident; is a fairly straight-forward checklist; we both breathed a little easier.
Second reporter narrative
After landing on Runway XX we were cleared to gate XX. While taxing to the gate on taxiway 1 in the east ramp we received an APU Fire Warning on the EICAS. We informed the ramp that we needed to stop. After stopping I called for the APU Fire QRHBecause the FO was taking some time to find the procedure. I decided to find and run the QRH. Because of the time it was taking to get to the QRH procedure I called to have the FO push the APU FIRE EXTG Button first. When I got to the QRH procedure; I saw that the first item to accomplish was to push the APU Fuel shutoff button. Which I then proceeded to do. After completing the APU Fire QRH procedure we still noticed that the APU Fire Warning remained. Knowing that the APU is in a self contained compartment I felt that the fire was contained. But as a precaution I wanted the fire trucks to come by to inspect if there was any smoke or fire indication in the APU area of the airplane.At this point while waiting for the emergency vehicle. The FO informed the FA and later the passengers of the situation. At this time I called maintenance and our dispatcher and informed them of the situation. Once the emergency vehicles arrived; they inspected and found no indication of fire or smoke indication around the APU.Prior to taxing ATC asked the number of souls on board and fuel. We then taxied to the gate followed by one fire truck.We parked and ran the parking check. Afterwards the passengers deplaned uneventfully. There was no interview by any of the firefighters who followed us in the fire truck.I called the ZZZ Chief pilot and we (CA & FO) debriefed him on the incident.I called our dispatcher and we (CA & FO) debriefed the duty manager. I then talked to maintenance to write up 'APU fire during taxi'. After the flight we (CA & FO) discussed and debriefed the incident.The reason I did not declare an emergency; is because after running the QRH; we still had an APU Fire Indication; on the EICAS. The APU fuel shutoff valve was closed and the APU Fire EXTG bottle was blown. The APU is in a self contained unit; and I also did not get any indication from the FA of smoke or fire in the cabin. So as a precaution; we had the emergency equipment come and check to see if there was any indication of fire in the vicinity of the APU; prior to taxing to the gate.In retrospect:I should have called for the APU Fire QRC prior to calling for the APU Fire QRH. Rather then taking the QRH from the FO; I should have; directed the FO to reference the index in the QRH to find the APU Fire procedure.Given that I did not call for the QRC initially; I should have ran the APU FIRE Procedure (QRH) before asking the FO to push the APU Fire EXTg button.Now why did this happen. This was my first Fire experience outside of the simulator. Because of the time taking to get to the QRH; I felt I had to blow the APU Fire bottle. I rushed; rather than wait to follow the procedure. The reason the procedure is in place is so that we can extinguish the fire first by cutting the fuel supply and then as a last resort use the APU Fire EXTG bottleWhen having an event related to smoke or fire I should immediately reference the QRC.This event; demonstrated that I need to review and look over both the QRC and QRH more frequently. And not to rush while going thru these procedures.
Source: NASA Aviation Safety Reporting System (public domain). Reports are voluntary submissions and are not verified by NASA.