B737 flight crew reported an overheat and subsequent fire indication on engine during push back. Crew secured engine and returned to gate.
Synopsis
B737 flight crew reported an overheat and subsequent fire indication on engine during push back. Crew secured engine and returned to gate.
Narrative
After a standard pushback and a normal start on engine two the First Officer proceeded to start engine one. The First Officer stated that N2 was not observed. The First Officer then questioned if the bleeds were configured correctly. We verified the configuration to be correct. We then attempted another start on engine one; once again no N2 was observed along with a starter valve open indication. We then entered a logbook entry for engine failure to start with no N2 observed. We called Dispatch and asked for a patch with Maintenance Control. Maintenance Control notified us that a gate return was necessary. After coordinating with Operations and Ramp that we needed to return to the gate. Approximately five minutes had passed a master fire alarm for the number one engine illuminated along with the associated bells. We then actioned ENGINE OVERHEAT; immediate action items. That directed us to the ENGINE FIRE or ENGINE SEVERE DAMAGE or SEPARATION checklist; followed by the QRC/QRH. We then advised that we had an indication of a fire in the number one engine and requested ARFF (Airport Rescue and Firefighting). I then called the purser to view the number one engine and see if there was any indication of smoke or fire. The purser stated no observable; fire or smoke; and she stated that she would keep an eye on the number one engine. Ramp gave no indication of observable; fire or smoke. ARFF arrived and indicated there wasn't any observable fire or smoke. We then coordinated a gate return after Airport Rescue and Firefighters indicated all clear.
Second reporter narrative
We pushed back early from Gate XX. It is a very short taxi so we briefed starting both engines. Engine #2 started normally. The Captain then requested that I start engine #1 per SOP. I attempted to start the engine but observed zero rotation on our display. I aborted the start and we agreed that the pneumatic panel was correctly configured. We then attempted two more starts; both unsuccessful. At this point we contacted Maintenance Control and they advised us that a pin in the start motor had likely failed and that we needed to return to the gate for Maintenance. While we sat on the ramp with engine #2 operating and engine #1 off we were alerted by a master warning that engine #1 was overheating. All indications were zero with the exception of oil temperature that was over 100 degrees and rising rapidly. This was very confusing because that engine was not operating. We began to use the QRC; specifically the Engine Overheat QRC. As we completed this checklist we observed the oil temp to continue to rise. The QRC directed us to the Engine Fire or Engine Severe Damage or Separation QRC. We pulled the fire handle and twisted the handle per the checklist. After 30 seconds we twisted the handle the other way 'blowing both bottles'. We continued the checklist until the QRC/QRH items were completed. During this procedure the Captain requested ARFF (Airport Rescue and Firefighting) and coordinated with our Lead Flight Attendant to ascertain if she could see smoke or fire on engine #1. At this point the high oil temperature began to decrease and we decided it would be safe to return to the gate and requested that the firefighters continue to monitor our airplane while we parked and performed a parking checklist and safely deplaned.
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Source: NASA Aviation Safety Reporting System (public domain). Reports are voluntary submissions and are not verified by NASA.