Narrative:

At stable cruise flight level the #1 engine fire indications came on. With breakfast in my lap I wound the clock so to speak and evaluated secondary issues and assessed it was a bonafide #1 engine fire indication just when those indications disappeared. Less than 10 seconds later they reappeared and remained. I called for the associated ECAM procedures and evaluated where the closest airport was and stated we were going there. We carried out the ECAM procedures as I turned the jet toward [the diversion airport] with the first officer as pm maintaining the com. Flying the jet at altitude (in thinner air) required due attention to get turned and stable in a descent at then gross weight with only single engine power. ATC did ask us if the fire was in the cockpit; in the jet or where? The first officer read my mind on our planning and coordination as we stair stepped our way lower toward the field. While not a high speed dash; there was no delay getting on the ground just before sunrise from about 100 miles from [the airport]. Though [the airport] was VMC we asked for and received a runway with an ILS to best execute a stable approach. We landed and came to a normal complete stop. The first officer coordinated with crash crews for an inspection of the #1 engine. They stated there was no evidence of fire present. We turned on the brake fans as their temps were above 600 degrees. The first officer coordinated a tow in to our ramp spaces. Though we could not see them the crash crew stated they would follow us to the ramp for safety reasons.

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Original NASA ASRS Text

Title: Airbus A300 Captain reported #1 engine fire indications at cruise altitude.

Narrative: At stable cruise flight level the #1 engine fire indications came on. With breakfast in my lap I wound the clock so to speak and evaluated secondary issues and assessed it was a bonafide #1 engine fire indication just when those indications disappeared. Less than 10 seconds later they reappeared and remained. I called for the associated ECAM procedures and evaluated where the closest airport was and stated we were going there. We carried out the ECAM procedures as I turned the jet toward [the diversion airport] with the first officer as PM maintaining the com. Flying the jet at altitude (in thinner air) required due attention to get turned and stable in a descent at then gross weight with only single engine power. ATC did ask us if the fire was in the cockpit; in the jet or where? The first officer read my mind on our planning and coordination as we stair stepped our way lower toward the field. While not a high speed dash; there was no delay getting on the ground just before sunrise from about 100 miles from [the airport]. Though [the airport] was VMC we asked for and received a runway with an ILS to best execute a stable approach. We landed and came to a normal complete stop. The first officer coordinated with crash crews for an inspection of the #1 engine. They stated there was no evidence of fire present. We turned on the brake fans as their temps were above 600 degrees. The first officer coordinated a tow in to our ramp spaces. Though we could not see them the crash crew stated they would follow us to the ramp for safety reasons.

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.