Narrative:

The flight crew completed the fifth leg of six on a 12 hour 30 minute work day. After shutting the aircraft down; a ramp agent notified the crew that he observed smoke coming from the back of the number 1 engine. Upon inspection; both pilots observed a small amount of white smoke coming from the rear end of the engine which subsided within 15 minutes. A maintenance technician inspected the engine and checked the cockpit engine indications after power up and concluded that this was normal and there was no evidence of a problem. After a discussion between the pilots and technician; the flight crew agreed to fly the aircraft. The flight was dispatched and landed with no indications of a problem or any other abnormalities; however; after the terminating checklist was accomplished and the crew deplaned; a ramp agent said there was significant smoke coming out of the back of the number 1 engine. Upon inspection; the flight crew observed thick white smoke and smelled a strong burning odor. The captain wrote the aircraft up; contacted maintenance control and dispatch was asked to stay a couple of hours longer to perform an engine runup once contract maintenance arrived. The captain declined due to fatigue and minimum rest; and maintenance agreed with the decision. Next morning; the crew arrived at the airport and met with a maintenance technician in order to perform an engine runup (no passengers on board) and attempted to duplicate the problem. With the jetway attached to the aircraft; the cabin door open; and the chocks in place; the crew started the number 1 engine (a briefing was conducted to confirm that a warning signal would occur with the door open and the number 1 engine running). With the maintenance technician in front of the aircraft; and ramp agents observing the engine; the engine was run up to 88% N2 for 10 minutes with no abnormalities both in the cockpit and outside the aircraft noted. After the engine was shut down; the maintenance technician began yelling at the crew. The first officer got out of his seat and looked out the main cabin door toward the rear of the aircraft and observed small; candle-like flames coming from the rear of the aircraft. He then shouted that a fire was coming from the rear of the engine and returned to his seat--there was no EICAS indications of a fire. The memory items were run for an 'engine fire on the ground' procedure with the iac in hand. The QRH checklist was then accomplished; and the captain declared an emergency with ground. The ground controller dispatched fire trucks to the aircraft; the aircraft was shut down; and the crew deplaned. No further events transpired and the flight was cancelled. It should be noted that the fire crew elected not to hose down the number 1 engine after observing that the 'a' fire bottle was discharged and no fire was observed. The maintenance technician [from our fifth leg] had also expressed to the flight crew that with high humidity and fog forming; this could either be steam or residual oil on a hot engine and was somewhat common. I am concerned with my election to accept the flight the evening before; even though both pilots and a maintenance technician made the judgment that the number 1 engine was in a 'normal state' despite the small amount of smoke coming from it after the terminating checklist. With the age of these aircraft and the fatigue the crew felt working a six-leg; 12 hour 30 minute duty day; I think increased vigilance and deliberations are warranted when even the slightest evidence of abnormalities exist. This is true even when pressure to complete the flights is felt by the flight crew--with as little as 25 minutes between flights and no breaks for rest or meals exist. I am grateful this event transpired on the ground with no passengers on board as opposed to in the air with people on board.

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Original NASA ASRS Text

Title: EMB145 Captain is informed of white smoke coming from the Number One Engine after shut down at the gate. Maintenance determines that this is normal and the flight is dispatched on the final leg of the day. Upon shut down thick white smoke is observed coming from the rear of the same engine and the problem is entered in the logbook. Next morning the engine is runup with Maintenance present; and again on shut down thick white smoke is observed this time with small flames. The Engine Fire on the Ground Checklist is accomplished; ARFF is summoned and the flight is canceled.

Narrative: The flight crew completed the fifth leg of six on a 12 hour 30 minute work day. After shutting the aircraft down; a ramp agent notified the crew that he observed smoke coming from the back of the Number 1 Engine. Upon inspection; both pilots observed a small amount of white smoke coming from the rear end of the engine which subsided within 15 minutes. A Maintenance Technician inspected the engine and checked the cockpit engine indications after power up and concluded that this was normal and there was no evidence of a problem. After a discussion between the pilots and Technician; the flight crew agreed to fly the aircraft. The flight was dispatched and landed with no indications of a problem or any other abnormalities; however; after the Terminating Checklist was accomplished and the crew deplaned; a ramp agent said there was significant smoke coming out of the back of the Number 1 Engine. Upon inspection; the flight crew observed thick white smoke and smelled a strong burning odor. The Captain wrote the aircraft up; contacted Maintenance Control and Dispatch was asked to stay a couple of hours longer to perform an engine runup once Contract Maintenance arrived. The Captain declined due to fatigue and minimum rest; and Maintenance agreed with the decision. Next morning; the crew arrived at the airport and met with a Maintenance Technician in order to perform an engine runup (no passengers on board) and attempted to duplicate the problem. With the jetway attached to the aircraft; the cabin door open; and the chocks in place; the crew started the Number 1 Engine (a briefing was conducted to confirm that a warning signal would occur with the door open and the Number 1 Engine running). With the Maintenance Technician in front of the aircraft; and ramp agents observing the engine; the engine was run up to 88% N2 for 10 minutes with no abnormalities both in the cockpit and outside the aircraft noted. After the engine was shut down; the Maintenance Technician began yelling at the crew. The First Officer got out of his seat and looked out the main cabin door toward the rear of the aircraft and observed small; candle-like flames coming from the rear of the aircraft. He then shouted that a fire was coming from the rear of the engine and returned to his seat--there was no EICAS indications of a fire. The memory items were run for an 'Engine Fire on the Ground' procedure with the IAC in hand. The QRH checklist was then accomplished; and the Captain declared an emergency with Ground. The Ground Controller dispatched fire trucks to the aircraft; the aircraft was shut down; and the crew deplaned. No further events transpired and the flight was cancelled. It should be noted that the fire crew elected not to hose down the Number 1 Engine after observing that the 'A' fire bottle was discharged and no fire was observed. The Maintenance Technician [from our fifth leg] had also expressed to the flight crew that with high humidity and fog forming; this could either be steam or residual oil on a hot engine and was somewhat common. I am concerned with my election to accept the flight the evening before; even though both pilots and a Maintenance Technician made the judgment that the Number 1 Engine was in a 'normal state' despite the small amount of smoke coming from it after the Terminating Checklist. With the age of these aircraft and the fatigue the crew felt working a six-leg; 12 hour 30 minute duty day; I think increased vigilance and deliberations are warranted when even the slightest evidence of abnormalities exist. This is true even when pressure to complete the flights is felt by the flight crew--with as little as 25 minutes between flights and no breaks for rest or meals exist. I am grateful this event transpired on the ground with no passengers on board as opposed to in the air with people on board.

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.