Narrative:

I was pilot flying. While on climb out between 6;500-8;000 feet; we received an engine 1 fire EICAS indication; with associated fire handle illumination and fire chime. As pilot flying; I took the radios and the aircraft; and the pilot monitoring ran the qrc and QRH. The fire EICAS cleared after the discharging bottle a only. I asked [ATC] to notify company. Additionally; we were able to send an acars to the company letting them know we were returning to the airport. We followed QRH; and landed on runway xxl. We elected to stop on the runway to have arff assess whether or not there was any evidence of a fire on the number 1 engine. Arff requested that we shut down our number 2 engine before approaching. We shut down the number 2 engine. Due to lack of bleed air to the number 2 engine; and coordinating with [maintenance]; we determined we were unable to re-start the number 2 engine. Operations arranged for a tug to get us. Because the tug was low on battery by the time it got to xxl; they elected to tug us to a remote cargo pad; where they had arranged bus transportation and air stairs for the passengers. I continuously updated the passengers with information; and it took over an hour until we could get the passengers deplaned.during the vectoring for the approach; I noticed that a fuel imbalance was about to occur. This was after we ran the single-engine approach QRH. Prior to the EICAS caution message; I selected the cross-feed to off to prevent a fuel imbalance. After selecting the off position; and the cross-feed valve turning off; we received a fuel imbalance EICAS. We were imbalanced for less than 1 minute and within limitations for the remaining flight and landing. Because we were about to begin the approach; and I knew that the source of the imbalance; I elected to continue the approach without running the fuel imbalance QRH.

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Original NASA ASRS Text

Title: An air carrier Captain reported an engine fire in climb. The crew followed procedures; secured the engine; discharged the extinguisher bottle and returned to the point of departure. Flight landed without incident.

Narrative: I was pilot flying. While on climb out between 6;500-8;000 feet; we received an ENG 1 FIRE EICAS indication; with associated fire handle illumination and fire chime. As pilot flying; I took the radios and the aircraft; and the pilot monitoring ran the QRC and QRH. The fire EICAS cleared after the discharging bottle A only. I asked [ATC] to notify company. Additionally; we were able to send an ACARs to the company letting them know we were returning to the airport. We followed QRH; and landed on Runway XXL. We elected to stop on the runway to have ARFF assess whether or not there was any evidence of a fire on the number 1 engine. ARFF requested that we shut down our number 2 engine before approaching. We shut down the number 2 engine. Due to lack of bleed air to the number 2 engine; and coordinating with [Maintenance]; we determined we were unable to re-start the number 2 engine. Operations arranged for a tug to get us. Because the tug was low on battery by the time it got to XXL; they elected to tug us to a remote cargo pad; where they had arranged bus transportation and air stairs for the passengers. I continuously updated the passengers with information; and it took over an hour until we could get the passengers deplaned.During the vectoring for the approach; I noticed that a fuel imbalance was about to occur. This was after we ran the Single-Engine Approach QRH. Prior to the EICAS caution message; I selected the cross-feed to OFF to prevent a fuel imbalance. After selecting the OFF position; and the cross-feed valve turning off; we received a Fuel Imbalance EICAS. We were imbalanced for less than 1 minute and within limitations for the remaining flight and landing. Because we were about to begin the approach; and I knew that the source of the imbalance; I elected to continue the approach without running the fuel imbalance QRH.

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.