ACFT ABORTS TKOF BECAUSE A FIRE LIGHT ILLUMINATING.

Narrative

WE WERE CLRED FOR TKOF ON RWY 27L BEHIND A 767 DEPARTING PRIOR TO US. ALSO ON INTERSECTING RWY 30 ANOTHER JET JUST LANDED PRIOR TO OUR TKOF CLRNC. DUE TO BOTH OF THESE I INITIATED A STATIC TKOF. HAVING HELD BRAKES UNTIL MAX PWR WAS SET; I BEGAN TKOF ROLL. THE COPLT MADE CALLS 'PWR SET; AIR SPD ALIVE; ENG INST GREEN; 80 KTS'. AT THAT POINT THE MASTER WARNING LIGHTS ILLUMINATED AND A SPLIT SECOND LATER WE NOTICED THE PROB; THE R ENG T-HANDLE FIRE LIGHT. ALMOST SIMULTANEOUSLY WE BOTH SAID ABORT AND I RETARDED PWR LEVERS. IMMEDIATELY THE T-HANDLE LIGHT EXTINGUISHED AND THE COPLT SAW NO SIGN OF SMOKE OR FIRE ON THE R ENG. WE CONTINUED MONITORING ENG INSTS ALL OF WHICH WERE TOTALLY NORMAL. DUE TO THESE INDICATIONS I FELT IT SAFER TO TAXI BACK TO THE GATE WITHOUT SHUTTING THE ENG DOWN AS WE HAD NO FURTHER FIRE INDICATION AND THIS ACFT IS DIFFICULT/UNSAFE TO TAXI ON 1 ENG. WE TAXIED BACK TO GATE; DEPLANED THE PAX; AND CALLED MAINT WITHOUT FURTHER INCIDENT. UPON INSPECTION MAINT FOUND PROB WAS AN IGNITOR THAT HAD VIBRATED OFF AND FELL INTO BOTTOM OF COWLING. THERE HAD BEEN NO FIRE; FLAMES (I DON'T THINK) BUT EXTREME TEMPS WHICH WOULD HAVE CAUSED A FIRE (HAD WE HAVE NOT RETARDED PWR); DID CHAR EXTERIOR ENG AND COWLING AROUND ENG. HAD WE NOT HAVE INITIATED A STATIC TKOF; WE COULD HAVE BEEN MUCH FURTHER DOWN THE RWY AND POSSIBLY COMMITTED TO FLT AT V1/VR BY THE TIME WE RECEIVED THIS INDICATION.