Date: 201901
Local time of day: 1201-1800
Location: ZZZZ.Airport, FO
Aircraft: B777 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
Aircraft component: Fire/Overheat Warning
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP)
Human factors: Communication Breakdown
Second reporter function: Relief Pilot; Pilot Not Flying; First Officer
Anomaly: Aircraft Equipment Problem Critical; Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor
Detector: Person Flight Crew
When detected: Other Pre Taxi
Result: General Flight Cancelled / Delayed
Contributing factors: Aircraft; Procedure
Primary problem: Aircraft

Narrative: After completing a normal pushback; and engine startup; we sat parked for several minutes with both engines at stable idle attempting to get the push crew to give us a salute. Even after flashing my taxi light several times; as well as flashing the left turnoff and landing lights; the push crew just stared back at us. They wouldn't release us with a salute; no matter how many times I flashed the lights. This went on for approximately four to five minutes. I instructed one of the IRO's to call operations to contact the push crew to get us released. Clearly the push crew didn't understand why we were not starting our taxi out. Shortly after the IRO contacted Operations; and with the APU still running; the APU fire warning activated; along with the EICAS; Master warning; and fire bell. I instructed the First Officer to run the APU fire checklist. He did so which included discharging the APU fire bottle after the handle was pulled. Approximately ten seconds after the APU fire warning activated the left engine fire warning activated. Both engines had been at stable idle for at least four minutes; and with no ground crew still plugged in to give me any feedback; I decided the safest and only prudent course of action was to instruct the First Officer to complete the left engine fire checklist. I ordered the other IRO to go back into the cabin and inspect the engine for signs of fire or smoke. Before the checklist was started; I decided to stabilize; and turned off the left fuel control switch and pulled the left engine fire handle. When the IRO returned from his cabin inspection he stated he saw no signs of smoke or fire. After we completed both the APU and left engine fire checklists I decided to declare an Mayday and requested Ground control to roll their fire trucks to inspect our aircraft. They did so and found no evidence of fire or smoke. Both the APU and left engine fire warning lights stayed illuminated even after the checklists had been completed and all fire bottles discharged. Eventually we were towed to a remote gate. The flight canceled and the passengers were taken off and bused away after roll up stairs were provided. We were informed the aircraft was newly put into service. Dispatch was notified via Sat phone.


Second narrative: Pushback and engine start proceeded routinely. Sometime between pushback disconnect and a request for taxi signal; a Fire Bell sounded accompanied by the APU Fire Handle illuminating red. This was for less than a second. It self-extinguished. Both myself and other relief pilot noticed this.When Captain toggled the Taxi light to give the signal to taxi; there was no appropriate reaction from the ground crew; who were stationed (standing) at the 11 o'clock position. It was evident that the steering bypass pin was being held by one of the ground crew. The problem was; multiple flashes of the taxi light did not elicit a 'salute' from the ground crew. The Captain attempted to get the attention of the ground crew by flashing the aircraft runway turnoff lights and landing lights. Again; no proper response of a 'salute' from the ground crew. Eventually; the Captain directed the First Officer to call company operations to explain the need for a proper salute/release from guidance. This was accomplished.Immediately after this radio communication took place; the Left Engine Fire Handle and Fuel Control Switch illuminated. At the same time; the APU Fire Handle also illuminated. Both accompanied by the fire bell and EICAS message FIRE APU and FIRE ENG L. Captain directed the First Officer to begin the FIRE APU electronic checklist while he announced that he was shutting down the left engine via the L fuel control switch. First Officer also declared a 'Mayday Mayday Mayday' to ATC on the ground frequency; requesting Crash/Fire/Rescue response.As I was the acting Relief Pilot (the other relief pilot seated to my right and slightly behind); the Captain then directed me to go into the cabin to see if I could see any indication of smoke/fire from the left or rear of the aircraft. I immediately departed the cockpit and attempted to view the left engine through all aircraft left door windows. No indication of smoke or fire was present outside or inside the aircraft. I immediately proceeded back to the cockpit to inform the Captain.Upon reentry into the cockpit; I noticed that the Captain and First Officer had completed the FIRE APU and FIRE ENG L checklist; including the discharge of the APU fire bottle and both engine fire bottles. The indication of the fire remained; as defined by the continued illumination of the Left Engine Fire Handle; the Left Fuel Control Switch and the APU Fire handle.At this point; the airport Crash/Fire/Rescue trucks were approaching the aircraft. The Captain and the First Officer both attempted to establish direct communication with the Crash/Fire/Rescue trucks to get a further indication of whether or not smoke/fire was indeed present with the aircraft. This took several minutes. ATC eventually verified that no smoke/fire/flames were noted.All of this was extremely concerning to us as we wished not to have to command an emergency evacuation of the aircraft. We were also distinctly aware that we had deliberately kept the right engine running to supply electricity and most-importantly--cooling air for the cabin. However; since both of the engine fire bottles and the sole APU fire bottle had been utilized; we communicated via ATC that we wished for Crash/Fire/Rescue services to shadow our aircraft until we could be towed safely to a hardstand area. This was eventually accomplished.The tug that moved our aircraft to the hardstand had the ability to power our electrical system; so the Captain commanded the shutdown of the right engine. Upon reaching hardstand; and with verification of cooling ground air to be reinstalled; the Captain and First Officer completed the parking checklist; securing the aircraft. Captain conferred with all ground personnel to clearly describe what had taken place.All passengers and crew deplaned the aircraft through external stairs; at which time we boarded buses to take us back to the terminal.


Synopsis: B777 flight crew reported left engine and APU fire annunciations illuminated after pushback from gate.