Air Carrier pilots reported a fuel fumes event in the cockpit while on final approach; which resulted in an engine fire warning after landing where the crew stopped the aircraft and shutdown the engine on a taxiway. The crew evacuated the aircraft by stairs and noticed a pool of fuel under the right engine.
Synopsis
Air Carrier pilots reported a fuel fumes event in the cockpit while on final approach; which resulted in an engine fire warning after landing where the crew stopped the aircraft and shutdown the engine on a taxiway. The crew evacuated the aircraft by stairs and noticed a pool of fuel under the right engine.
Narrative
We were operating Flight ABCD (ZZZ-ZZZ1). On descent at approximately 50 NM away from the airport; we received an 'FMC Message' EICAS message. The FMC prompted us to look at PROG Pg. 2 which we looked at the totalizer vs calculated fuel. I remember we had plenty of extra fuel almost 4 hours worth I believe but I wasn't too concerned with the totalizer vs calculated fuel because we were getting close to the airport and we had plenty of extra fuel on board. I believe there was a difference of 2;000 lbs vs the totalizer and calculated at this time. We were very busy with the arrival and given many different altitude crossings upon the completion of the arrival. At approximately 10 NM away from the airport approximately between 6;000-5;000' we were starting to smell hints and smells of raw fuel in the cabin.I decided to press on and as we joined the localizer we were starting to get hints of some smoke now in the cockpit. I decided to hold off declaring an emergency yet because it was small hints of smoke and haze & smells of fuel. However when we intercepted the glide slope I prompted my First Officer to let tower now that we had smoke and smells of fuel in the cockpit and to ask Tower if they see anything abnormal with the airplane. Tower responded that the our airplane looked ok and didn't seem to think anything was wrong. We landed without incident until turning off the runway on XXL and taxiway 1; that the tower reported that they saw a flame coming out of our right engine. Tower immediately prompted us to stop and informed and advised us the CFR (Crash Fire Rescue) was on their way to come out to the aircraft.As I set the parking brake; I saw 'Right Engine Fire' Master Warning and EICAS message. I immediately shut off the Right Engine by turning off the Right Fuel Control Switch. After approximately 3 seconds the Right Engine Fire" master warning EICAS message went away. I informed my FO to have the Engine Fire Checklist standing by in case if a fire still persisted. Fortunately we extinguished the fire. Also no squibs were armed and no bottles were blown to extinguish the fire. I still had the left engine running at this point. Tower advised us to switch comms to XXX.XX which was the CFR frequency. We sat there for approximately 10-15 minutes while CFR was examining and accessing the situation. The smoke and haze was not getting any worse at this time; so I didn't feel an immediate moment to shutdown the left engine and evacuate. Also I didn't want to open the cockpit windows immediately in case the fire trucks were going to release water from their fire trucks and possibly drench us and the cockpit. After assessment from CFR which was about 10-15 min.I was advised to shut down the left and engine and that they were going to bring up the stairway to the aircraft so we could evacuate. I shut down the left engine and did a shutdown checklist and we evacuated the aircraft. Upon exciting the aircraft I noticed about a 10-15 diameter pool of fuel underneath the right #2 engine. There was no more evidence of fire and the aircraft was contained at this point. Also upon exit we took the aircraft logbook and manifest with us so we could give the manifest to the fire dept.Suggestions: Since we were so; close to the field and on final when we were getting the strong smells and fumes in the cockpit; I deterred putting oxygen mask on since we were on final and deterring from declaring an emergency. Only thing I could've done better is declaring an emergency but since we were so close to the field and already on final I didn't think an emergency would be prudent. If tower had said 'yes; your aircraft looks in distress' on short final. I would have declared an emergency then."
Second reporter narrative
Operating Flight ABCD: I was pilot monitoring. We initially received an FMC message FMC TOTALIZER message on descent about 50miles from the airport. It prompted us to look at PROG pg 2 on the FMC; we saw a discrepancy between the Totalizer and calculated fuel were off by 2000 lbs.We continued toward the airport both acknowledging we had sufficient fuel for landing. At about 6000 ft; we started to strongly smell fumes in the cockpit. We continued the approach and started to get smoke and strong fume smells in the cockpit on final about 5miles from the airport. We asked tower when landed to report if they could see anything coming from our engine. They reported smoke and flames along with another aircraft reporting the same; once on the ground.We taxied off the runway and onto the taxiway where we received a FIRE EICAS MASTER WARNING message. At this time fire crew had surrounded the aircraft and reported fire; fuel leak and smoke from engine #2. We pulled the QRH out ready to read through the checklist. At this time the fire crew requested us to shut down the #2 engine. Once they requested us to shut down engine #2 and once the engine was shut down; the FIRE EICAS message went away.We did the after landing checklist.We kept the left engine running in case they requested us to taxi further. After about 10mins the fire crew requested we shut down the left engine.No fire bottles were deployed; it did not seem necessary and fire crew had it under control on the ground.We then secured the aircraft and evacuated the aircraft via stairs provided by the fire crew with the logbook. They then towed the aircraft to the company ramp for more inspection.
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Source: NASA Aviation Safety Reporting System (public domain). Reports are voluntary submissions and are not verified by NASA.