Date: 201606
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: B737-700
Flight plan: IFR
Flight phase: Taxi
Aircraft component: Powerplant Fire/Overheat Warning
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain
Second reporter function: First Officer
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: Taxi
Result: Flight Crew Returned To Gate; General Maintenance Action; General Flight Cancelled / Delayed
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: While waiting for takeoff; we were notified that we had a wheels up time in approximately 25 minutes. We were 300 pounds from takeoff fuel; and wanted to conserve fuel due to weather at our destination; the First Officer (FO) and I decided to shut down both engines to conserve fuel. Our wheels up time was delayed one more time. At five minutes prior to our wheels up time we started engine number two; per AOM procedures. Upon lifting the number two engine start lever to idle; and getting a light off; I noticed the caution annunciator panel OVRT/DET illuminate. We both saw that the ENG 2 OVERHEAT light was illuminated. The FO immediately aborted the engine start; and left the starter switch on for 60 seconds per the QRH. At the same time I called for the QRC Engine Overheat Checklist. We ran that checklist; and the light was still illuminated. Per the QRC we were directed to the Engine Fire QRC Checklist. We ran the checklist and discharged both fire bottles. The ENG 2 OVERHEAT light was still on. I asked the Flight Attendants to look out the FO side of the aircraft at the engine to see if there were any visible signs of smoke or fire; I also immediately notified Ground Control of our situation; and that we needed fire trucks to check our right engine for any signs of smoke or fire. After approximately two minutes of discharging the fire bottles; and during coordinating with the fire trucks and Ops; I noticed that the ENG 2 OVERHEAT light had gone out. The fire crew did a thermal check of the engine and did not see any abnormal heat signatures. At that time the FO; fire crews; and I concluded that it was safe to get towed back to the gate. I notified Dispatch and coordinated with ops that we needed a tow back to the gate; as it was unsafe to start any engines at that time. I kept the Passengers in the loop after things slowed down; so they all knew what was going on. We were towed back to the gate uneventfully and I debriefed Maintenance; and handed off the aircraft to them after appropriate logbook entries were made.


Second narrative: While waiting for takeoff; we were notified that we had a wheels up time in approximately 25 minutes. The Captain decided to shut down both engines to conserve fuel. At approximately five minutes prior; the Captain directed me to start up the engines. I configured the aircraft for start and engaged the number two starter switch. I let the engine max motor; due the recent shutdown; and note-d that the EGT was just above 200 when I lifted the number two start lever to idle. Almost immediately; the Master Caution light illuminated with 'ENG/OVHT'. We both noted the number two Overheat light was illuminated; and I executed the Engine Start Abort Procedures; returning the start lever to cutoff. Throughout the ordeal the EGT never peaked above 300 degrees. I left the starter switch engaged for 60 seconds per the QRH. At the same time the Captain called for the QRC Engine Overheat Checklist. We ran that checklist and the light was still illuminated. Per the QRC we were directed to the Engine Fire QRC Checklist. We ran the checklist; and due to the Overheat light remaining illuminated; discharged both fire bottles. After completing the immediate QRC items; the ENG 2 Overheat light was still illuminated. The Captain asked the Flight Attendants to look out the First Officer (FO) side of the aircraft at the engine to see if there were any visible signs of smoke or fire; as I asked Tower if they could see any smoke from their position. They stated no; and the Captain requested the Fire Crash Rescue assistance. Tower compiled and also asked the aircraft holding behind us if they saw any visual signs of fire. Their report was negative as well as the report from our Flight Attendant (FA). Approximately two minutes after discharging the fire bottles; and during coordination with the fire trucks and Ops; we noticed that the ENG 2 OVERHEAT light had gone out. The Fire Crew did a thermal check of the engine and did not see any abnormal heat signatures. At that time we; in conjunction with the fire crews; concluded that it was safe to get towed back to the gate. The Captain notified dispatch and coordinated with ops that we needed a tow back to the gate as it was unsafe to start any engines at that time. The Captain did a great job at keeping the Passengers in the loop; after things slowed down; so they all knew what was going on. We were towed back to the gate uneventfully and the Captain debriefed Maintenance and handed off the aircraft to them after the appropriate logbook entries were made.I believe we handled the situation to the best of our ability. Obviously the QRH is more designed for engine problems inflight; so we had to use some airmanship to interpolate whether a step was applicable for our scenario.


Synopsis: B737-700 flight crew experienced an 'ENG/OVHT' light during start of the number two engine just after the start lever is lifted. The start lever is returned to cut off and the engine is motored for 60 seconds. The light remains illuminated; even after both fire bottles are discharged. Fire trucks are summoned but the light extinguishes before they arrive.