Narrative:

During engine start; number two engine N2 gauge failed just as start lever selected to idle. Engine failed to start. N2 indicator showed zero with no digital display. Contacted maintenance control and discussed the maintenance issues and agreed to return to gate; contract maintenance MEL'ed the N2 gauge per maintenance control. After thoroughly reviewing the MEL procedure for engine start both engines started normally with stable engine indications. Just as we getting ready to taxi ground control advised us that operations called them to advised us that the #2 engine was on fire. I asked the controller if he could visually confirm. He said he could not see that side of the aircraft. At this time we had no cockpit fire warning indications. I placed the start lever to cut off; requested crash fire rescue to inspect the engine and aircraft. I also requested the B flight attendant to visually check the right engine. Both the flight attendant and the fire crew reported no sign of smoke or fire. We completed the QRH engine fire/severe damage check list pulling the right fire handle but did not discharge fire bottles. After stabilizing the situation we returned to gate and contacted maintenance control and the dispatcher. Note; prior to starting the #2 engine; we motored the engine 60 seconds to ensure any residual fuel and vapors were purged. What was reported to the ground controller as an engine fire from our operations was probably a tail pipe torching. Because the MEL start procedure was somewhat complicated I chose to finish the pushback and then start; so I was not in contact with the push crew during engine start. During this entire event a FAA safety inspector occupied the cockpit jump seat. It may have been misidentified as an engine fire rather than a tailpipe torching.

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Original NASA ASRS Text

Title: A B737-400 N2 gauge failed during start which caused a starter disconnect; so the crew did not motor to clear fuel. After the MEL was completed; on start a tailpipe fire ignited which the ground crew reported as an engine fire so emergency equipment was dispatched.

Narrative: During engine start; number two engine N2 gauge failed just as start lever selected to idle. Engine failed to start. N2 indicator showed zero with no digital display. Contacted Maintenance Control and discussed the maintenance issues and agreed to return to gate; contract Maintenance MEL'ed the N2 gauge per Maintenance Control. After thoroughly reviewing the MEL procedure for engine start both engines started normally with stable engine indications. Just as we getting ready to taxi Ground Control advised us that Operations called them to advised us that the #2 engine was on fire. I asked the Controller if he could visually confirm. He said he could not see that side of the aircraft. At this time we had no cockpit fire warning indications. I placed the start lever to cut off; requested Crash Fire Rescue to inspect the engine and aircraft. I also requested the B Flight Attendant to visually check the right engine. Both the Flight Attendant and the fire crew reported no sign of smoke or fire. We completed the QRH Engine fire/severe damage check list pulling the right fire handle but did not discharge fire bottles. After stabilizing the situation we returned to gate and contacted Maintenance Control and the Dispatcher. Note; prior to starting the #2 engine; we motored the engine 60 seconds to ensure any residual fuel and vapors were purged. What was reported to the Ground Controller as an engine fire from our operations was probably a tail pipe torching. Because the MEL start procedure was somewhat complicated I chose to finish the pushback and then start; so I was not in contact with the push crew during engine start. During this entire event a FAA Safety Inspector occupied the cockpit jump seat. It may have been misidentified as an engine fire rather than a tailpipe torching.

Data retrieved from NASA's ASRS site as of July 2013 and automatically converted to unabbreviated mixed upper/lowercase text. This report is for informational purposes with no guarantee of accuracy. See NASA's ASRS site for official report.