AN ACR FLC IN AN MLG USES IMPROPER START PROC AND EXPERIENCES AN OVERTEMP CONDITION DURING START RESULTING IN A TAILPIPE FIRE AFTER SHUTDOWN. THIS LED TO A DECISION TO EVAC WHICH WAS COUNTERMANDED AFTER SEVERAL PAX HAD ALREADY DEPARTED THE ACFT.

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AS WE CROSSED RWY 3 WE WERE ABOUT THIRD IN LINE FOR TKOF. THE CAPT DIRECTED ME TO START THE #2 ENG. AS BRIEFED ON THE FIRST LEG OF THE ROTATION; I WAS TO ENGAGE THE STARTER AND THE FUEL. I TURNED OFF THE R PACK AND ENGAGED THE STARTER WITH MY L HAND. WE HAD GOOD ROTATION AND OIL PRESSURE WHEN I REACHED OVER WITH MY R HAND TO TURN ON THE FUEL LEVER. I NOTED FUEL FLOW BUT NO LIGHT OFF. I LOOKED UP AND NOTICED THE IGNITION WAS NOT ON AND RELEASED THE START SWITCH. I THEN PROCEEDED TO GET THE POM OUT FOR THE ABORTED START PROC. I READ THE NOTES AT THE TOP OF THE PAGE; NONE OF WHICH APPLIED TO OUR CASE. I LOOKED UP AND NOTICED WE WERE NOW NEXT IN LINE FOR TKOF. I WENT BACK TO THE ABORTED START CHKLIST; BUT APPARENTLY MISSED THE 'FUEL LEVER SWITCH OFF' ITEM. I OBSERVED THE IGNITION WAS OFF AND READ THE FINAL ITEMS OF THE CHKLIST. WHEN THE N1 DECREASED TO ZERO; I INITIATED A SECOND START ATTEMPT VERIFYING WE HAD STARTING AIR PRESSURE AND THE IGNITION SWITCH WAS ON. WHEN I ENGAGED THE STARTER; N2 CAME UP FOLLOWED BY OIL PRESSURE. AT THIS TIME I NOTICED FLASHING EGT PEAKING AT 650 DEGS -- THE CAPT NOTICED 675 DEGS. I SHUT OFF THE FUEL AND CONTINUED MOTORING THE ENG FOR APPROX 10 SECONDS. THE EGT DECREASED TO ABOUT 230 DEGS. AT THAT TIME; WE DECIDED TO RETURN TO THE GATE. I CALLED DCA OPS FOR A GATE AND THE CAPT CALLED GND CTL FOR TAXI BACK. WE DID A 180 DEG TURN ON TXWY J PER GND CTL INSTRUCTIONS. AT THAT TIME; WE WERE NOTIFIED BY GND CTL OF RPTS OF A SMALL FIRE IN THE AFT SECTION OF OUR #2 ENG. I ASKED IF IT WAS STILL ON FIRE AND SEVERAL RPTS FROM GND CTL AND OTHER ACFT CONFIRMED A SMALL FIRE INSIDE THE ENG. I NOTIFIED GND CTL THAT WE WANTED THE FIRE DEPT TO RESPOND. I CALLED THE FLT ATTENDANT IN CHARGE THROUGH THE OPEN COCKPIT DOOR AND TOLD HER WE HAD RPTS OF A FIRE IN OUR R ENG AND TO NOTIFY HER CREW OF A POSSIBLE EVAC THROUGH THE FORWARD L DOOR. AS THE FIRE TRUCKS WERE ARRIVING THE CAPT MADE SEVERAL ATTEMPTS TO TALK TO THEM UNSUCCESSFULLY. WE DECIDED TO EVAC THE ACFT. THE CAPT AND I PREPARED FOR A POSSIBLE EVAC BY DISARMING THE SPOILERS AND SETTING THE FLAPS TO 28 DEGS. I THEN MADE AN ANNOUNCEMENT TO INFORM THE PAX THAT WE HAD RPTS OF A FIRE IN OUR R ENG AND AS A PRECAUTION DIRECTED AN EVAC OF THE ACFT THROUGH THE FORWARD L DOOR. WE THEN COMPLETED THE EVAC CHKLIST AND LEFT THE COCKPIT TO ASSIST IN THE EVAC OF THE ACFT. SEVERAL (8-11) PEOPLE HAD ALREADY EVACED BY THE TIME THE FIREMEN ARRIVED AT THE L SIDE AND INSTRUCTED US TO DISCONTINUE THE EVAC. THEY SAID THE FIRE HAD BEEN CONTAINED BY THE USE OF FIRE SUPPRESSION AGENT. I WAS NOT AWARE OF ANY INJURIES TO ANYONE.