Narrative:

On landing, T/D the first officer called out a right engine fire light. I maintained control of the aircraft until I could engage the nose wheel steering (40-60 KTS), then we pulled the right stop and feather, shut off the fuel and hydraulic south and blew the fire extinguisher bottle. The fire light went out instantly. I notified ATC to call crash rescue equipment and the first officer went back to check for fire and brief the passenger for possible evacuation. The fire department was asked to closely check for fire and found none. There are 2 checklists for fire, one in flight one on ground. I used the in-flight as we were at 100 KTS, and pulling both stop and feathers would shut off nose wheel steering (lock it up) and lose most effective control of aircraft. Its better to leave one engine running to maintain directional control, then compound the problem. The company had issued me an expired emergency checklist, with some procedures apparently at variance with the new (and approved) checklist. The checklist I had says 'evacuate as necessary' while the new one I believe indicates evacuation. The tower treated this as a minor incident. An inspection showed that a bleed air seal had blown and there was no fire, but hot air set the probes off. My reason for not evacuating was that the fire department observed no smoke or flames, nor did my first officer, there were 4 other aircraft taxiing very close by, and an air show in progress. I thought since we had fire protection instantly accessible, that every precaution had been taken, I'd rather deplane passenger in a secured area, rather than having panicky passenger running across active runways and txwys on a congested airport. We obtained the same end result in a safe, efficient manner which is what matters. I did exactly what the airplane flight manual indicates. Callback conversation with reporter revealed the following information. Callback conducted to determine if any action had been taken by FAA or company. Reporter indicated that, upon review, company fully supported rptrs response to the situation. FAA not involved in the matter.

Related reports:

Google
 

Original NASA ASRS Text

Title: COMMUTER ACFT EXPERIENCES FIRE WARNING ON LNDG ROLLOUT.

Narrative: ON LNDG, T/D THE F/O CALLED OUT A R ENG FIRE LIGHT. I MAINTAINED CTL OF THE ACFT UNTIL I COULD ENGAGE THE NOSE WHEEL STEERING (40-60 KTS), THEN WE PULLED THE R STOP AND FEATHER, SHUT OFF THE FUEL AND HYD S AND BLEW THE FIRE EXTINGUISHER BOTTLE. THE FIRE LIGHT WENT OUT INSTANTLY. I NOTIFIED ATC TO CALL CRASH RESCUE EQUIP AND THE F/O WENT BACK TO CHK FOR FIRE AND BRIEF THE PAX FOR POSSIBLE EVACUATION. THE FIRE DEPT WAS ASKED TO CLOSELY CHK FOR FIRE AND FOUND NONE. THERE ARE 2 CHKLISTS FOR FIRE, ONE IN FLT ONE ON GND. I USED THE INFLT AS WE WERE AT 100 KTS, AND PULLING BOTH STOP AND FEATHERS WOULD SHUT OFF NOSE WHEEL STEERING (LOCK IT UP) AND LOSE MOST EFFECTIVE CTL OF ACFT. ITS BETTER TO LEAVE ONE ENG RUNNING TO MAINTAIN DIRECTIONAL CTL, THEN COMPOUND THE PROB. THE COMPANY HAD ISSUED ME AN EXPIRED EMER CHKLIST, WITH SOME PROCS APPARENTLY AT VARIANCE WITH THE NEW (AND APPROVED) CHKLIST. THE CHKLIST I HAD SAYS 'EVACUATE AS NECESSARY' WHILE THE NEW ONE I BELIEVE INDICATES EVACUATION. THE TWR TREATED THIS AS A MINOR INCIDENT. AN INSPECTION SHOWED THAT A BLEED AIR SEAL HAD BLOWN AND THERE WAS NO FIRE, BUT HOT AIR SET THE PROBES OFF. MY REASON FOR NOT EVACUATING WAS THAT THE FIRE DEPT OBSERVED NO SMOKE OR FLAMES, NOR DID MY F/O, THERE WERE 4 OTHER ACFT TAXIING VERY CLOSE BY, AND AN AIR SHOW IN PROGRESS. I THOUGHT SINCE WE HAD FIRE PROTECTION INSTANTLY ACCESSIBLE, THAT EVERY PRECAUTION HAD BEEN TAKEN, I'D RATHER DEPLANE PAX IN A SECURED AREA, RATHER THAN HAVING PANICKY PAX RUNNING ACROSS ACTIVE RWYS AND TXWYS ON A CONGESTED ARPT. WE OBTAINED THE SAME END RESULT IN A SAFE, EFFICIENT MANNER WHICH IS WHAT MATTERS. I DID EXACTLY WHAT THE AIRPLANE FLT MANUAL INDICATES. CALLBACK CONVERSATION WITH RPTR REVEALED THE FOLLOWING INFO. CALLBACK CONDUCTED TO DETERMINE IF ANY ACTION HAD BEEN TAKEN BY FAA OR COMPANY. RPTR INDICATED THAT, UPON REVIEW, COMPANY FULLY SUPPORTED RPTRS RESPONSE TO THE SITUATION. FAA NOT INVOLVED IN THE MATTER.

Data retrieved from NASA's ASRS site as of July 2007 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.