Narrative:

Just as we were completing the pushback with brakes set; my first officer was completing the start of #1 engine. As I was clearing the ground crew off the headset; I noticed the flashing of the #1 engine start valve open light. Just as I called for the start valve open QRH checklist; I then noticed that the master caution light had come on. After a brief scan; I saw that the engine #1 overheat light was on. Just as I was starting to recite the immediate action items for the overheat; the #1 engine fire warning light and bell came on. We shut down the engine using the immediate action items in the QRH engine fire checklist. We had to discharge both bottles to get the fire warning to cease. We ran the checklist and I called the flight attendants to have them visually check the engine from the cabin to see if there was smoke or anything unusual. Nothing was observed. While I was communicating with flight attendants; my first officer requested crash fire rescue equipment via ground control to assist us in verification that in fact there was no fire and that it would be safe to proceed to gate. Prior to crash fire rescue equipment arriving on scene; a company ramp worker gave us the thumbs up meaning that there appeared to be no fire present and just a moment later an airport operations person also gave us a thumbs up. Shortly thereafter; the crash fire rescue equipment crew arrived and inspected us and used a thermal imaging device to verify that there was no abnormally high temperatures present. After we received the all clear; we proceeded under our own power via engine #2 to gate. As we were getting inspected; we sent an ACARS message to dispatch and made an announcement to the customers that we would be returning to the gate shortly. After parking at the gate; I called dispatch and debriefed both dispatch and maintenance control. I then logged the discrepancy into the aircraft logbook and spoke directly to the contract mechanic who came to the aircraft. I also debriefed chief pilots on call. Irregularity report was filed after the incident.I don't believe you can ever prevent an incident such as this; but you can try to prepare yourself mentally for the unexpected. Quite honestly; I never thought I would see an engine fire on a start like this and there was a moment of thinking is this really happening; especially since all of the annunciations and warnings came very rapidly at a time when there is distraction with the pushback and associated communications. I was thankful the fire warning ceased as the consideration to evacuate would have been essential if we had an actual fire that would not go out. Good crew communication and coordination in a situation like this is paramount; and I am grateful company embraces this philosophy in our training programs. I have played this scenario over and over again in my mind to ensure that I can learn from this event so that I can improve my communication and leadership skills as a pilot with our great company.

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Original NASA ASRS Text

Title: B737-700 flight crew reported engine fire indications during pushback shortly after they started the engine. The crew fired both bottles and returned to the gate after fire was verified out.

Narrative: Just as we were completing the pushback with brakes set; my First Officer was completing the start of #1 engine. As I was clearing the Ground Crew off the headset; I noticed the flashing of the #1 Engine Start Valve Open light. Just as I called for the Start Valve Open QRH Checklist; I then noticed that the Master Caution light had come on. After a brief scan; I saw that the Engine #1 Overheat light was on. Just as I was starting to recite the immediate action items for the overheat; the #1 Engine Fire Warning light and bell came on. We shut down the engine using the immediate action items in the QRH Engine Fire Checklist. We had to discharge both bottles to get the fire warning to cease. We ran the checklist and I called the Flight Attendants to have them visually check the engine from the cabin to see if there was smoke or anything unusual. Nothing was observed. While I was communicating with Flight Attendants; my First Officer requested CFR via Ground Control to assist us in verification that in fact there was no fire and that it would be safe to proceed to gate. Prior to CFR arriving on scene; a Company Ramp worker gave us the thumbs up meaning that there appeared to be no fire present and just a moment later an Airport Operations person also gave us a thumbs up. Shortly thereafter; the CFR Crew arrived and inspected us and used a thermal imaging device to verify that there was no abnormally high temperatures present. After we received the all clear; we proceeded under our own power via engine #2 to gate. As we were getting inspected; we sent an ACARS message to Dispatch and made an announcement to the Customers that we would be returning to the gate shortly. After parking at the gate; I called Dispatch and debriefed both Dispatch and Maintenance Control. I then logged the discrepancy into the aircraft logbook and spoke directly to the Contract Mechanic who came to the aircraft. I also debriefed Chief Pilots on Call. Irregularity Report was filed after the incident.I don't believe you can ever prevent an incident such as this; but you can try to prepare yourself mentally for the unexpected. Quite honestly; I never thought I would see an engine fire on a start like this and there was a moment of thinking is this really happening; especially since all of the annunciations and warnings came very rapidly at a time when there is distraction with the pushback and associated communications. I was thankful the fire warning ceased as the consideration to evacuate would have been essential if we had an actual fire that would not go out. Good crew communication and coordination in a situation like this is paramount; and I am grateful Company embraces this philosophy in our training programs. I have played this scenario over and over again in my mind to ensure that I can learn from this event so that I can improve my communication and leadership skills as a Pilot with our great Company.

Data retrieved from NASA's ASRS site 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.