Narrative:

While climbing out of FL200 - FL240; I don't remember. We got an EICAS message stating engine 2 fire along with the fire bell sound. The indication lasted no more then two seconds. At that time the captain and I discussed if I could see the engine; what are engine instruments were telling us; and if we should ask the flight attendant to check the engine from a window. One to two minutes later we received the same indication again only lasting no more than one to two seconds. The captain then pulled out the QRH to review the checklist and I contacted a commercial radio service to get in touch with maintenance control. Radio first came back telling me she was unable to contact the company. I ask radio to try again and get anyone if it is dispatch or maintenance. While doing that another indication came up for one to two seconds and we decided to run the checklist. I contacted ATC and advised them that we needed to divert and were declaring an emergency. The captain ran the checklist shutting down the number two engine. The captain pulled the fire handle and when it came time to rotate the fire handle to release the fire bottle we stopped and talked about doing that. With the indications we had; we felt it was a false warning and blowing the bottle was unnecessary. Those indications included no warnings or lights on the fire handle; smoke; and indication from the cabin. We finally were able to get maintenance control on the line and I had the captain talk with them as I flew the airplane. ATC had me descending into the diversion airport. We were no more then thirty to forty miles from the airport so I felt time pressure to get the airplane to a lower altitude and slowed for the approach. I requested to land RWY27 and have the fire rescue standing by. The captain continued with the checklist and set the V speeds according to the QRH. I then setup the FMS for the RWY27 ILS. The captain briefed the approach. I noticed things were happening a lot faster now then they did in the simulator. There are a lot of things to get done in a short amount of time and the need to share some duties that you wouldn't do in the simulator is an example. Passing through about 3;000 ft I gave the airplane back to the captain to land. We were on a downwind/base about six to seven miles from the field; the speed brakes were out and gear and flaps up. He flew the airplane manually asking for gear and flaps. The landing checklist was completed. We landed on RWY27 with no incident or injuries. As we pulled off the runway we had the fire chief check the engine for fire or damage. He gave me thumbs up and told us no liquids leaking or fire indication. We taxied to the gate were maintenance met us and passengers deplaned. Suggest that the commercial radio service needs to be able to get a hold of company in a much timelier fashion and there should be more emphasis in training that if the QRH calls for something it needs to be done. Try a rushed scenario in the simulator to be more realistic.

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Original NASA ASRS Text

Title: An EMB170 engine fire warning alerted briefly while climbing through FL200 after takeoff. After several brief fire alerts the crew declared an emergency and landed at an enroute airport for an engine fire warning investigation.

Narrative: While climbing out of FL200 - FL240; I don't remember. We got an EICAS message stating Engine 2 Fire along with the Fire Bell sound. The indication lasted no more then two seconds. At that time the Captain and I discussed if I could see the engine; what are engine instruments were telling us; and if we should ask the Flight Attendant to check the engine from a window. One to two minutes later we received the same indication again only lasting no more than one to two seconds. The Captain then pulled out the QRH to review the checklist and I contacted a commercial radio service to get in touch with Maintenance Control. Radio first came back telling me she was unable to contact the company. I ask Radio to try again and get anyone if it is Dispatch or Maintenance. While doing that another indication came up for one to two seconds and we decided to run the checklist. I contacted ATC and advised them that we needed to divert and were declaring an emergency. The Captain ran the checklist shutting down the number two engine. The Captain pulled the fire handle and when it came time to rotate the fire handle to release the fire bottle we stopped and talked about doing that. With the indications we had; we felt it was a false warning and blowing the bottle was unnecessary. Those indications included no warnings or lights on the fire handle; smoke; and indication from the cabin. We finally were able to get Maintenance Control on the line and I had the Captain talk with them as I flew the airplane. ATC had me descending into the diversion airport. We were no more then thirty to forty miles from the airport so I felt time pressure to get the airplane to a lower altitude and slowed for the approach. I requested to land RWY27 and have the fire rescue standing by. The Captain continued with the checklist and set the V speeds according to the QRH. I then setup the FMS for the RWY27 ILS. The Captain briefed the approach. I noticed things were happening a lot faster now then they did in the simulator. There are a lot of things to get done in a short amount of time and the need to share some duties that you wouldn't do in the simulator is an example. Passing through about 3;000 FT I gave the airplane back to the Captain to land. We were on a downwind/base about six to seven miles from the field; the speed brakes were out and gear and flaps up. He flew the airplane manually asking for gear and flaps. The landing checklist was completed. We landed on RWY27 with no incident or injuries. As we pulled off the runway we had the Fire Chief check the engine for fire or damage. He gave me thumbs up and told us no liquids leaking or fire indication. We taxied to the gate were maintenance met us and passengers deplaned. Suggest that the commercial radio service needs to be able to get a hold of company in a much timelier fashion and there should be more emphasis in training that if the QRH calls for something it needs to be done. Try a rushed scenario in the simulator to be more realistic.

Data retrieved from NASA's ASRS site as of April 2012 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.