B737-800 flight crew reported an engine fire was observed by another flight crew during taxi out. Flight crew decided to return to the gate.
Synopsis
B737-800 flight crew reported an engine fire was observed by another flight crew during taxi out. Flight crew decided to return to the gate.
Narrative
On Day 0; I was assigned to work flight ABCD ZZZ to ZZZ1 as First Officer. We arrived at the gate and received a brief from the inbound crew of a good aircraft status and the ride report. We went down to the aircraft and began our normal preflight duties. I went out and performed the preflight walk around and noted no issues. Once inside I began my flight deck preflight. During the preflight I elected to perform the overheat and fire detection tests. The number 1 engine overheat failed. The aft cargo compartment detector also failed its test. The Captain wrote up both discrepancies and contacted Maintenance Control. We were boarding so the Captain communicated the discrepancies with the gate agent and purser to keep the boarding door open. The Captain also made a P.A. to passengers so they would understand the delay. Contract Maintenance arrived approximately 20 minutes later and began his operational checks of the system. It was determined that loop B on the number 1 Engine was faulty and that the Aft Cargo compartment loop A was faulty. Both of these faults could be signed off with an MEL. Once all paperwork was complete and check lists ran; we closed the boarding door and blocked out at XA:47.The engines started normally. We taxied for Runway XXL via ramp and [Taxiway] 1. We were instructed by Tower to taxi up to and hold short of Runway XXL while a flight was being given clearance for takeoff. As we were holding short of Runway XXL Aircraft Y advised Tower that they observed a small fire emanating from engine 1. There was momentary confusion as to whether Aircraft Y was reporting the fire on our aircraft or the aircraft that had just taken off. We quickly ascertained it was in fact our aircraft; left side number 1 engine. We had no fire/overheat indications in the flight deck; not on the fire detection system nor any abnormal engine indications; however; we elected to run the QRC/QRH for Engine Fire on the Ground. Upon securing the engine Aircraft Y reported that the flames had stopped and they no longer observed a fire. Tower had instructed Aircraft Y to taxi around us for takeoff and launched Airport Rescue and Firefighting (ARFF) who quickly arrived on scene. Captain requested an inspection by ARFF and stated that; if the inspection determined it was safe; our intentions were to return to the gate. Since there were no indications of fire observed by ARFF or in the detection systems the Captain elected not to discharged the fire bottle(s). While ARFF was completing the inspection; the Captain delegated to me to contact operations to communicate the situation with them and our intentions to return to the gate.After the inspection was complete; we coordinated with Tower our taxi back to gate XX with ARFF escort. Once we parked and completed the shutdown checklist; the Captain met ARFF at the door; who was waiting in the jet bridge. The ARFF Rep confirmed again that there appeared to be no fire in the engine so the Captain came back aboard and announced to the passengers to gather their belongings and return to the gate area; where a representative would work on alternate plans for them. At this time; I went outside to perform a post flight inspection where I noted no abnormalities. The Fire fighter who was standing at the number 1 engine showed me the laser heat gun reporting the engine temperature at 104 degrees. Upon returning to the jet bridge Captain was finishing a debrief with ARFF and then he began to make phone calls with the company as appropriate. The purser requested that I walk to the top of the jet bridge and request 4 wheelchairs with the gate agent as he was unable to communicate and unable to leave the aircraft with those waiting passengers aboard. Crew tracking called me at XC:22 and advised me that I was released at XC:20 and was reassigned a double deadhead the following day. I called hotels/limo to verify I had hotel accommodations. Captain waited on the aircraft to ensure that I and the cabin crewall had appropriate accommodations.Cause to be determined. Mitigation recommendations: continuation of thorough preflight; following procedures and checklists.
Second reporter narrative
I was assigned to work flight ABCD ZZZ to ZZZ1 as Captain. We arrived at the gate in time to get a short brief from the crew that had just brought the aircraft in from ZZZ1. They reported no anomalies with the aircraft and that the ride was poor for anything above FL300. We proceeded to the aircraft and prepped the aircraft as usual. It was during this preflight that it was noticed the number 1 engine fire detection was not testing properly; as well as the aft cargo compartment fire detection. I wrote both up and called Maintenance Control. Contract Maintenance arrived approximately 20 minutes later and began research on both faults. It was determined that the B loop of the engine detection was at fault and that it could be signed off by MEL. The cargo fault revealed a faulty A loop and that that could be signed off by MEL as well. We pushed at XA:47. Engine start and taxi went as normal. We were number 1 for take off when we heard a comment over the Tower frequency that an aircraft was observed with flames coming from one of their engines. We quickly ascertained that it was our aircraft that they were referring to. We had no indications of a fire or overheat on the flight deck. We ran the engine fire on ground" check list and secured the engine. It was at this time we heard; over Tower frequency; that the same observing aircraft reported that the flames had stopped and no fire was observed. By this point; Airport Rescue and Firefighting (ARFF) had arrived on scene and we requested that that inspect the engine. They report no smoke or flames; nor any evidence of a fire at all. I elected not to fire the bottle. We taxied back to our gate with ARFF as escort. We parked and I took the opportunity to speak with the ARFF representative who was in the jetway. He confirmed again that there appeared to be no issues with the engine. I returned to the aircraft and announced to the passengers to gather their belongings and return to the gate area; where a representative would work on alternate plans for them. I debriefed with ARFF. I started my chain of phone calls starting with Dispatch and advised them of our situation. I asked to be transferred to the chief pilot and briefed him as well. I called my union representative to confirm that I had not forgotten anything and call my base chief pilot as well. I reported fatigued; as I was squarely fixed on what had just happened and wanted to gather my thoughts for the required reports. I made sure my First Officer had been given a plan by scheduling and that my cabin crew had also been accommodated. Cause: I have none. A fire happens when it happens."
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Source: NASA Aviation Safety Reporting System (public domain). Reports are voluntary submissions and are not verified by NASA.