Narrative:

It seems to me that the mechanic used a non standard procedure for disconnecting the idg. The procedure which he used apparently was unsuccessful. It seems to me that when the idg drive light comes on, it might as well go ahead and disconnect its idg automatically, since the procedure gives no alternative but to disconnect it anyway. Apparently, if the idg drive light comes on, you have a very good chance of an engine fire. I would much prefer to lose a generator than an engine. Shortly after clearing ramp and turning onto taxiway, 'right generator off' and 'right generator drive' EICAS messages appeared. Asked ground control for return to gate. Called maintenance and told them we were returning to gate with above EICAS messages. Completed after landing checklist and 'generator off' abnormal procedure, starting APU. Completed shutdown checklist and wrote up discrepancy in aircraft logbook. Mechanic took aircraft logbook and MEL with him and left to perform maintenance. Mechanic re-entered cockpit with completed logbook, returned MEL, and affixed a yellow mco placard to overhead electrical panel. Discussed with mechanic what action had been taken, reviewed repetitive check requirement of APU oil level, and were assured by mechanic idg had been disconnected. Reviewed MEL and received new dispatch paperwork from agent. Mechanic gave prearranged signal from ramp that APU oil level was adequate. Conducted normal push back, takeoff and initial climb out completing all checklists. At approximately 25000 ft and 80 NM along route to pdx, an 'right starter cutout' EICAS message and overhead right starter valve light came on intermittently. Accomplished 'starter cutout' abnormal procedure with message and light still illuminated, all other engine indications normal. A flight attendant entered cockpit and informed us that a passenger on right of aircraft behind wing was seeing fire coming out of right engine. First officer went back to check and saw large sparks coming from tailpipe of right engine. Returned to cockpit and informed captain and recommended return to slc as soon as possible. While first officer was requesting return to slc, right engine fire warning occurred. Accomplished engine fire procedure including firing both bottles and declared emergency with ATC informing them of our problem. The fire warning extinguished shortly after second bottle was discharged. Requested from ATC that all available equipment be standing by for our arrival. Briefed flight attendants of situation and that they should be prepared for a possible evacuate/evacuation. Completed single engine landing and rollout on slc runway 16L stopping aircraft on runway. Told passenger to stay in seats and that fire department was dealing with engine fire. Established contact with 'fire control.' fire control informed us that the fire appeared to be manageable. After discussion with fire control and with his recommendations, it was decided not to evacuate/evacuation. After fire control confirmed fire was extinguished, aircraft was taxied to gate with fire escort. Paramedics were made available at the gate if needed. Aircraft log entry was made and in-flight engine shutdown form completed.

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Original NASA ASRS Text

Title: AN ACR B767-300 CREW HAD AN INFLT ENG FIRE. EMER DECLARED. DIVERSION TO ALTERNATE. RETURN LAND. NIGHT OP.

Narrative: IT SEEMS TO ME THAT THE MECH USED A NON STANDARD PROC FOR DISCONNECTING THE IDG. THE PROC WHICH HE USED APPARENTLY WAS UNSUCCESSFUL. IT SEEMS TO ME THAT WHEN THE IDG DRIVE LIGHT COMES ON, IT MIGHT AS WELL GO AHEAD AND DISCONNECT ITS IDG AUTOMATICALLY, SINCE THE PROC GIVES NO ALTERNATIVE BUT TO DISCONNECT IT ANYWAY. APPARENTLY, IF THE IDG DRIVE LIGHT COMES ON, YOU HAVE A VERY GOOD CHANCE OF AN ENG FIRE. I WOULD MUCH PREFER TO LOSE A GENERATOR THAN AN ENG. SHORTLY AFTER CLRING RAMP AND TURNING ONTO TXWY, 'R GENERATOR OFF' AND 'R GENERATOR DRIVE' EICAS MESSAGES APPEARED. ASKED GND CTL FOR RETURN TO GATE. CALLED MAINT AND TOLD THEM WE WERE RETURNING TO GATE WITH ABOVE EICAS MESSAGES. COMPLETED AFTER LNDG CHKLIST AND 'GENERATOR OFF' ABNORMAL PROC, STARTING APU. COMPLETED SHUTDOWN CHKLIST AND WROTE UP DISCREPANCY IN ACFT LOGBOOK. MECH TOOK ACFT LOGBOOK AND MEL WITH HIM AND LEFT TO PERFORM MAINT. MECH RE-ENTERED COCKPIT WITH COMPLETED LOGBOOK, RETURNED MEL, AND AFFIXED A YELLOW MCO PLACARD TO OVERHEAD ELECTRICAL PANEL. DISCUSSED WITH MECH WHAT ACTION HAD BEEN TAKEN, REVIEWED REPETITIVE CHK REQUIREMENT OF APU OIL LEVEL, AND WERE ASSURED BY MECH IDG HAD BEEN DISCONNECTED. REVIEWED MEL AND RECEIVED NEW DISPATCH PAPERWORK FROM AGENT. MECH GAVE PREARRANGED SIGNAL FROM RAMP THAT APU OIL LEVEL WAS ADEQUATE. CONDUCTED NORMAL PUSH BACK, TKOF AND INITIAL CLBOUT COMPLETING ALL CHKLISTS. AT APPROX 25000 FT AND 80 NM ALONG RTE TO PDX, AN 'R STARTER CUTOUT' EICAS MESSAGE AND OVERHEAD R STARTER VALVE LIGHT CAME ON INTERMITTENTLY. ACCOMPLISHED 'STARTER CUTOUT' ABNORMAL PROC WITH MESSAGE AND LIGHT STILL ILLUMINATED, ALL OTHER ENG INDICATIONS NORMAL. A FLT ATTENDANT ENTERED COCKPIT AND INFORMED US THAT A PAX ON R OF ACFT BEHIND WING WAS SEEING FIRE COMING OUT OF R ENG. FO WENT BACK TO CHK AND SAW LARGE SPARKS COMING FROM TAILPIPE OF R ENG. RETURNED TO COCKPIT AND INFORMED CAPT AND RECOMMENDED RETURN TO SLC ASAP. WHILE FO WAS REQUESTING RETURN TO SLC, R ENG FIRE WARNING OCCURRED. ACCOMPLISHED ENG FIRE PROC INCLUDING FIRING BOTH BOTTLES AND DECLARED EMER WITH ATC INFORMING THEM OF OUR PROB. THE FIRE WARNING EXTINGUISHED SHORTLY AFTER SECOND BOTTLE WAS DISCHARGED. REQUESTED FROM ATC THAT ALL AVAILABLE EQUIP BE STANDING BY FOR OUR ARR. BRIEFED FLT ATTENDANTS OF SIT AND THAT THEY SHOULD BE PREPARED FOR A POSSIBLE EVAC. COMPLETED SINGLE ENG LNDG AND ROLLOUT ON SLC RWY 16L STOPPING ACFT ON RWY. TOLD PAX TO STAY IN SEATS AND THAT FIRE DEPT WAS DEALING WITH ENG FIRE. ESTABLISHED CONTACT WITH 'FIRE CTL.' FIRE CTL INFORMED US THAT THE FIRE APPEARED TO BE MANAGEABLE. AFTER DISCUSSION WITH FIRE CTL AND WITH HIS RECOMMENDATIONS, IT WAS DECIDED NOT TO EVAC. AFTER FIRE CTL CONFIRMED FIRE WAS EXTINGUISHED, ACFT WAS TAXIED TO GATE WITH FIRE ESCORT. PARAMEDICS WERE MADE AVAILABLE AT THE GATE IF NEEDED. ACFT LOG ENTRY WAS MADE AND INFLT ENG SHUTDOWN FORM COMPLETED.

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.