Narrative:

We departed ZZZ airport, ZZZ, first officer, en route to xyz airport, xyz, us, at XA50 with 4 crew members and 2 company maintenance technicians aboard. No revenue passenger were present aboard the aircraft during this flight. VMC prevailed at the time of departure and arrival. I was the PNF. At approximately 300 ft AGL, while on the ILS approach to runway 10 at xyz airport, I received an engine fire master warning on the #2 engine of approximately 10-15 seconds in duration. The master warning bell was silenced. The first officer, the maintenance technician observing from the jump seat, and myself all visually verified the nature of the warning by noting the appropriate indications in the #2 engine fire handle, crew alerting panel, and condition lever. The first officer and I then verbally agreed that we would continue to a landing and handle the emergency on the ground. I notified xyz tower that we were declaring an emergency and informed them that we would be stopping on taxiway east to secure the engine and initiate an evacuate/evacuation if necessary. Xyz acknowledged my transmission, asked for the number of souls and fuel aboard the aircraft, and informed me that crash fire rescue equipment would be waiting. Once on the ground, I cleared the runway at taxiway east as planned, brought the aircraft to a complete stop, and proceeded through the memory items and QRH. After securing the #2 engine, I then asked the #1 flight attendant to attempt to visually confirm if she could see any indication of fire through any of the cabin windows. She promptly responded that there was none. I then asked xyz tower to ask the crash fire rescue equipment personnel outside the aircraft to visually confirm that there were no indications of a fire. Tower, a few seconds later, informed me that crash fire rescue equipment had advised that they could see nothing to indicate a possible fire. I then informed xyz tower of my intention to continue to the ramp and asked to have crash fire rescue equipment follow me to the parking spot. Upon arriving at the ramp, all appropriate checklists and a postflt inspection was performed. The postflt inspection revealed no visible indications of damage to the aircraft, powerplant, or propeller. System operations control and maintenance operations control were then notified as to the status of the aircraft. Callback conversation with reporter revealed the following information: the reporter stated the aircraft was ferrying to xyz with the technicians who worked the false fire warning report in ZZZ. The reporter said this aircraft had a maintenance history on #2 engine fire warning, and the positive fix was the correction of an engine pneumatic bleed air duct leak. The reporter stated it was definitely not a false warning.

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Original NASA ASRS Text

Title: AN ATR72 ON APCH FOR LNDG AT 300 FT DECLARED AN EMER DUE TO #2 ENG FIRE WARNING CAUSED BY A PNEUMATIC DUCT LEAK.

Narrative: WE DEPARTED ZZZ ARPT, ZZZ, FO, ENRTE TO XYZ ARPT, XYZ, US, AT XA50 WITH 4 CREW MEMBERS AND 2 COMPANY MAINT TECHNICIANS ABOARD. NO REVENUE PAX WERE PRESENT ABOARD THE ACFT DURING THIS FLT. VMC PREVAILED AT THE TIME OF DEP AND ARR. I WAS THE PNF. AT APPROX 300 FT AGL, WHILE ON THE ILS APCH TO RWY 10 AT XYZ ARPT, I RECEIVED AN ENG FIRE MASTER WARNING ON THE #2 ENG OF APPROX 10-15 SECONDS IN DURATION. THE MASTER WARNING BELL WAS SILENCED. THE FO, THE MAINT TECHNICIAN OBSERVING FROM THE JUMP SEAT, AND MYSELF ALL VISUALLY VERIFIED THE NATURE OF THE WARNING BY NOTING THE APPROPRIATE INDICATIONS IN THE #2 ENG FIRE HANDLE, CREW ALERTING PANEL, AND CONDITION LEVER. THE FO AND I THEN VERBALLY AGREED THAT WE WOULD CONTINUE TO A LNDG AND HANDLE THE EMER ON THE GND. I NOTIFIED XYZ TWR THAT WE WERE DECLARING AN EMER AND INFORMED THEM THAT WE WOULD BE STOPPING ON TXWY E TO SECURE THE ENG AND INITIATE AN EVAC IF NECESSARY. XYZ ACKNOWLEDGED MY XMISSION, ASKED FOR THE NUMBER OF SOULS AND FUEL ABOARD THE ACFT, AND INFORMED ME THAT CFR WOULD BE WAITING. ONCE ON THE GND, I CLRED THE RWY AT TXWY E AS PLANNED, BROUGHT THE ACFT TO A COMPLETE STOP, AND PROCEEDED THROUGH THE MEMORY ITEMS AND QRH. AFTER SECURING THE #2 ENG, I THEN ASKED THE #1 FLT ATTENDANT TO ATTEMPT TO VISUALLY CONFIRM IF SHE COULD SEE ANY INDICATION OF FIRE THROUGH ANY OF THE CABIN WINDOWS. SHE PROMPTLY RESPONDED THAT THERE WAS NONE. I THEN ASKED XYZ TWR TO ASK THE CFR PERSONNEL OUTSIDE THE ACFT TO VISUALLY CONFIRM THAT THERE WERE NO INDICATIONS OF A FIRE. TWR, A FEW SECONDS LATER, INFORMED ME THAT CFR HAD ADVISED THAT THEY COULD SEE NOTHING TO INDICATE A POSSIBLE FIRE. I THEN INFORMED XYZ TWR OF MY INTENTION TO CONTINUE TO THE RAMP AND ASKED TO HAVE CFR FOLLOW ME TO THE PARKING SPOT. UPON ARRIVING AT THE RAMP, ALL APPROPRIATE CHKLISTS AND A POSTFLT INSPECTION WAS PERFORMED. THE POSTFLT INSPECTION REVEALED NO VISIBLE INDICATIONS OF DAMAGE TO THE ACFT, POWERPLANT, OR PROP. SYS OPS CTL AND MAINT OPS CTL WERE THEN NOTIFIED AS TO THE STATUS OF THE ACFT. CALLBACK CONVERSATION WITH RPTR REVEALED THE FOLLOWING INFO: THE RPTR STATED THE ACFT WAS FERRYING TO XYZ WITH THE TECHNICIANS WHO WORKED THE FALSE FIRE WARNING RPT IN ZZZ. THE RPTR SAID THIS ACFT HAD A MAINT HISTORY ON #2 ENG FIRE WARNING, AND THE POSITIVE FIX WAS THE CORRECTION OF AN ENG PNEUMATIC BLEED AIR DUCT LEAK. THE RPTR STATED IT WAS DEFINITELY NOT A FALSE WARNING.

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.