Narrative:

I (first officer) was the flying pilot on this leg. We had leveled off at FL340; which ATC informed would be our final cruising altitude. I had just left my seat intending to head to the aircraft galley when I heard the aircraft aural warning alert and fire bell. I immediately returned to my seat and observed a red EICAS warning message stating: 'fire wheel well.' the captain had reached up and cancelled the aural warning. Shortly thereafter the fire wheel well message disappeared from the primary EICAS display. The captain and I were about to start discussing the event when we received a second master warning alert; accompanying fire bell chime and red warning EICAS message stating: 'fire wheel well.'at this point the captain declared 'mayday;' declared an emergency; and we treated the situation as an actual aircraft fire in the wheel wells. Communications were somewhat difficult with center control due to the common language barriers we encounter flying in foreign airspace; but we were able to request an immediate 180 degree turn which put us on an approximate heading for our departure airport. The captain was extremely busy talking on the radio so with the autopilot flying the aircraft I pulled out the QRH and located the procedure for 'fire wheel well.' I quickly reviewed the procedure before handing the checklist to my captain; who at this time was able to start running the procedure. We completed the procedure and were now descending rapidly and returning as expeditiously as possible back to the airport.we were given priority handling and cleared direct to the outer marker for the runway and I flew a normal approach; although slightly faster than normal to the outer marker/glide slope intercept point where we then slowed to fly a stabilized approach and landing. Upon landing we rolled out to a stop on the runway and set the parking brake. We were unable to obtain direct communication with the fire and rescue crew; which we desired to be able to ascertain what they were seeing in our wheel well area...fire? Smoke? The tower finally advised they did not see any smoke or fire. We were now under APU power with engines shut down and requested and received a tug to tow us back to the gate.complicating our emergency were difficult communications with ATC. It was some time later on the descent when we were finally able to explain to them the exact nature of our emergency. Further complicating the event were the initial two 'fire wheel well' messages which appeared; disappeared; then reappeared. We had to treat this as a real wheel well fire situation; act as trained and land as quickly and safely as possible.

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Original NASA ASRS Text

Title: A B747-400 Flight Crew experienced a WHEEL WELL FIRE EICAS alert shortly after reaching cruise altitude while in Center Control airspace. The declared an emergency and returned to their departure airport. Language difficulties delayed their receipt of requested direct routings.

Narrative: I (First Officer) was the flying pilot on this leg. We had leveled off at FL340; which ATC informed would be our final cruising altitude. I had just left my seat intending to head to the aircraft galley when I heard the aircraft aural warning alert and FIRE BELL. I immediately returned to my seat and observed a red EICAS warning message stating: 'FIRE WHEEL WELL.' The Captain had reached up and cancelled the aural warning. Shortly thereafter the FIRE WHEEL WELL message disappeared from the primary EICAS display. The Captain and I were about to start discussing the event when we received a second master warning alert; accompanying fire bell chime and red warning EICAS message stating: 'FIRE WHEEL WELL.'At this point the Captain declared 'MAYDAY;' declared an emergency; and we treated the situation as an actual aircraft fire in the wheel wells. Communications were somewhat difficult with Center Control due to the common language barriers we encounter flying in foreign airspace; but we were able to request an immediate 180 degree turn which put us on an approximate heading for our departure airport. The Captain was extremely busy talking on the radio so with the autopilot flying the aircraft I pulled out the QRH and located the procedure for 'FIRE WHEEL WELL.' I quickly reviewed the procedure before handing the checklist to my Captain; who at this time was able to start running the procedure. We completed the procedure and were now descending rapidly and returning as expeditiously as possible back to the airport.We were given priority handling and cleared direct to the Outer Marker for the runway and I flew a normal approach; although slightly faster than normal to the Outer Marker/Glide Slope Intercept Point where we then slowed to fly a stabilized approach and landing. Upon landing we rolled out to a stop on the runway and set the parking brake. We were unable to obtain direct communication with the fire and rescue crew; which we desired to be able to ascertain what they were seeing in our wheel well area...fire? smoke? The Tower finally advised they did not see any smoke or fire. We were now under APU power with engines shut down and requested and received a tug to tow us back to the gate.Complicating our emergency were difficult communications with ATC. It was some time later on the descent when we were finally able to explain to them the exact nature of our emergency. Further complicating the event were the initial two 'FIRE WHEEL WELL' messages which appeared; disappeared; then reappeared. We had to treat this as a real wheel well fire situation; act as trained and land as quickly and safely as possible.

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.