Narrative:

Just after lift off from sju we experienced an engine #2 overtemp light and a subsequent #2 engine fire light. We continued climbing to 2200' and informed the tower of our problem and our intentions. During our efforts to shut down the #2 engine, we were unable to retard the #2 throttle from a full power position. The fire handle and fuel lever were used and the engine was shut down. After the required delay the first bottle of agent was discharged and after 30 seconds we discharged the second bottle as the fire light remained on. Tower had cleared us downwind and landing clearance almost immediately which helped us very much. I accomplished all appropriate checklists and informed the captain of my progress. We requested emergency equipment on the runway and that we were making an emergency landing. We told the F/a's also of this. A normal approach was made and we came to a stop 2000' from the end of runway 8. After stopping, we shut down the aircraft except for the APU. Ground emergency personnel were waiting for us and they surrounded the aircraft immediately. With this in mind, we talked to the tower about the engine as we still had a fire light. Ground and tower told us there was no fire. With the new information and the fact we had rapidly increasing brake temperatures we elected to call for an emergency evacuate/evacuation. It went well and there were no serious injuries that we knew of. Some recommendations I feel are important: 1) all civil airports should have 'runway distance remaining' markers for each 1000' remaining. It could have prevented us from heating up the brakes. Also it could prevent wrong intersection takeoff's. I've used them in the military for yrs and they are great. 2) emergency equipment should include portable stairs at all airports. We saw stairs arrive 20 mins after we got out of the aircraft. If we had them there after we stopped we may have used them vice the slides as the fire warning was false. A high pressure bleed valve ruptured and froze the throttle as well as set off the warning.

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Original NASA ASRS Text

Title: ACR WDB NACELLE OVERHEAT AND ENGINE FIRE WARNING AFTER TKOF. RETURN LAND.

Narrative: JUST AFTER LIFT OFF FROM SJU WE EXPERIENCED AN ENG #2 OVERTEMP LIGHT AND A SUBSEQUENT #2 ENG FIRE LIGHT. WE CONTINUED CLBING TO 2200' AND INFORMED THE TWR OF OUR PROB AND OUR INTENTIONS. DURING OUR EFFORTS TO SHUT DOWN THE #2 ENG, WE WERE UNABLE TO RETARD THE #2 THROTTLE FROM A FULL PWR POS. THE FIRE HANDLE AND FUEL LEVER WERE USED AND THE ENG WAS SHUT DOWN. AFTER THE REQUIRED DELAY THE FIRST BOTTLE OF AGENT WAS DISCHARGED AND AFTER 30 SECS WE DISCHARGED THE SECOND BOTTLE AS THE FIRE LIGHT REMAINED ON. TWR HAD CLRED US DOWNWIND AND LNDG CLRNC ALMOST IMMEDIATELY WHICH HELPED US VERY MUCH. I ACCOMPLISHED ALL APPROPRIATE CHKLISTS AND INFORMED THE CAPT OF MY PROGRESS. WE REQUESTED EMER EQUIP ON THE RWY AND THAT WE WERE MAKING AN EMER LNDG. WE TOLD THE F/A'S ALSO OF THIS. A NORMAL APCH WAS MADE AND WE CAME TO A STOP 2000' FROM THE END OF RWY 8. AFTER STOPPING, WE SHUT DOWN THE ACFT EXCEPT FOR THE APU. GND EMER PERSONNEL WERE WAITING FOR US AND THEY SURROUNDED THE ACFT IMMEDIATELY. WITH THIS IN MIND, WE TALKED TO THE TWR ABOUT THE ENG AS WE STILL HAD A FIRE LIGHT. GND AND TWR TOLD US THERE WAS NO FIRE. WITH THE NEW INFO AND THE FACT WE HAD RAPIDLY INCREASING BRAKE TEMPS WE ELECTED TO CALL FOR AN EMER EVAC. IT WENT WELL AND THERE WERE NO SERIOUS INJURIES THAT WE KNEW OF. SOME RECOMMENDATIONS I FEEL ARE IMPORTANT: 1) ALL CIVIL ARPTS SHOULD HAVE 'RWY DISTANCE REMAINING' MARKERS FOR EACH 1000' REMAINING. IT COULD HAVE PREVENTED US FROM HEATING UP THE BRAKES. ALSO IT COULD PREVENT WRONG INTXN TKOF'S. I'VE USED THEM IN THE MIL FOR YRS AND THEY ARE GREAT. 2) EMER EQUIP SHOULD INCLUDE PORTABLE STAIRS AT ALL ARPTS. WE SAW STAIRS ARRIVE 20 MINS AFTER WE GOT OUT OF THE ACFT. IF WE HAD THEM THERE AFTER WE STOPPED WE MAY HAVE USED THEM VICE THE SLIDES AS THE FIRE WARNING WAS FALSE. A HIGH PRESSURE BLEED VALVE RUPTURED AND FROZE THE THROTTLE AS WELL AS SET OFF THE WARNING.

Data retrieved from NASA's ASRS site as of August 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.