Narrative:

While climbing through FL250; with a clearance to FL350; the amber master caution light; and red fire warn light; and the red wheel well fire lights illuminated along with the aural fire warning bell. I asked the first officer (first officer) to inform air traffic control (ATC) that we would be leveling at FL260 and to standby for further communication. Autopilot and auto throttles were disengaged and the aural fire warning bell was 'silenced'. Airspeed was decreased from 310 KIAS to 250 KIAS and the aircraft was leveled at FL260. While the first officer was getting quick reference handbook (QRH) out and locating the wheel well fire checklist; I informed the first officer I would be communicating our situation to the flight attendants (fas). The first officer and I confirmed we had the correct checklist for the situation. Before performing the checklist I make a public address to the passengers that we had a 'malfunction indication' in the cockpit which required slowing the aircraft and lowering the landing gear. We accomplished the checklist and the red wheel well fire light extinguished for approximately 30 seconds and then re-illuminated. I asked the first officer to [advise] ATC and that our intentions were to land at ZZZ. While the first officer was coordinating with ATC; I communicated to the fas that we would be diverting; stopping straight ahead on the runway; and having emergency response vehicles and the fire department meet the aircraft. Dispatch was informed of our situation and intentions via ACARS. I then made a PA to the passengers that we would be diverting and stopping straight ahead on the runway where emergency vehicles and personnel would 'check over' the aircraft. I also informed the passengers to remain in their seat after landing. ATC gave us a descent clearance and began vectoring us for an ILS approach. I slowed the aircraft to 245 KIAS; deployed the speed brakes; and began the descent. The first officer programmed the flight management computer (FMC) for the ILS approach and it was briefed. Descent/approach/divert checklists were accomplished along with me informing the first officer of an overweight (144;600 pound) landing. The fas were notified to secure the cabin. The aircraft was configured and an uneventful ILS approach and landing were flown. During the final stages of the landing rollout; I asked the first officer to inform tower that we would be stopping the aircraft at the 5000 feet remaining marker. I established radio contact with the on-scene fire commander and informed him we would be shutting down the engine on the captain's side of the aircraft. The APU was started and electrical power was supplied to the aircraft. I shut down the number one engine; informed the on-scene fire commander of the nature of our emergency and requested a check of our brake temperatures. While these actions were being accomplished; I asked the first officer to contact operations for a gate assignment. Passengers were informed during this time that once the emergency personnel had completed their inspection; a decision would be made as to whether or not we would be taxiing to a gate. No indications of a fire were observed and the brake temperatures were relayed as 200 degrees. I informed the on-scene fire commander of our intentions to taxi to gate XXX and requested an emergency vehicle follow. Passengers were informed of our intentions to taxi to a gate. It was an uneventful single engine taxi to gate XXX. Passengers deplaned while I contacted dispatch and maintenance control.

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Original NASA ASRS Text

Title: The B737 Captain diverted to a nearby airport after receiving a WHEEL WELL FIRE warning during climb out of FL250.

Narrative: While climbing through FL250; with a clearance to FL350; the amber MASTER CAUTION light; and red FIRE WARN light; and the red WHEEL WELL fire lights illuminated along with the aural fire warning bell. I asked the First Officer (FO) to inform Air Traffic Control (ATC) that we would be leveling at FL260 and to standby for further communication. Autopilot and auto throttles were disengaged and the aural fire warning bell was 'silenced'. Airspeed was decreased from 310 KIAS to 250 KIAS and the aircraft was leveled at FL260. While the FO was getting Quick Reference Handbook (QRH) out and locating the WHEEL WELL FIRE Checklist; I informed the FO I would be communicating our situation to the Flight Attendants (FAs). The FO and I confirmed we had the correct checklist for the situation. Before performing the checklist I make a public address to the Passengers that we had a 'malfunction indication' in the cockpit which required slowing the aircraft and lowering the landing gear. We accomplished the checklist and the red WHEEL WELL fire light extinguished for approximately 30 seconds and then re-illuminated. I asked the FO to [advise] ATC and that our intentions were to land at ZZZ. While the FO was coordinating with ATC; I communicated to the FAs that we would be diverting; stopping straight ahead on the runway; and having emergency response vehicles and the fire department meet the aircraft. Dispatch was informed of our situation and intentions via ACARS. I then made a PA to the Passengers that we would be diverting and stopping straight ahead on the runway where emergency vehicles and personnel would 'check over' the aircraft. I also informed the Passengers to remain in their seat after landing. ATC gave us a descent clearance and began vectoring us for an ILS Approach. I slowed the aircraft to 245 KIAS; deployed the speed brakes; and began the descent. The FO programmed the Flight Management Computer (FMC) for the ILS Approach and it was briefed. Descent/Approach/Divert Checklists were accomplished along with me informing the FO of an overweight (144;600 pound) landing. The FAs were notified to secure the cabin. The aircraft was configured and an uneventful ILS approach and landing were flown. During the final stages of the landing rollout; I asked the FO to inform Tower that we would be stopping the aircraft at the 5000 feet remaining marker. I established radio contact with the On-Scene Fire Commander and informed him we would be shutting down the engine on the Captain's side of the aircraft. The APU was started and electrical power was supplied to the aircraft. I shut down the number one engine; informed the On-Scene Fire Commander of the nature of our emergency and requested a check of our brake temperatures. While these actions were being accomplished; I asked the FO to contact Operations for a gate assignment. Passengers were informed during this time that once the emergency personnel had completed their inspection; a decision would be made as to whether or not we would be taxiing to a gate. No indications of a fire were observed and the brake temperatures were relayed as 200 degrees. I informed the On-Scene Fire Commander of our intentions to taxi to Gate XXX and requested an emergency vehicle follow. Passengers were informed of our intentions to taxi to a gate. It was an uneventful single engine taxi to Gate XXX. Passengers deplaned while I contacted Dispatch and Maintenance Control.

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.