Ok I know that this will be a bit long but its here so the non NG drivers out there have an idea of what the paperwork actually says. Cut and paste from my NG QRH & FCTM
B737 NG QRH 8.12
WHEEL WELL FIRE
Condition: A fire is detected in the main wheel well.
Observe extend limit speed (270K/.82M)
LANDING GEAR lever . . . . . . . . . . . . . . . . . . . . . . . . . . .DOWN
Note: Do not use FMC fuel predictions with landing gear
extended.
If the landing gear must be retracted for airplane
performance, leave the landing gear extended for 20
minutes after the WHEEL WELL fire warning light has
extinguished.
LANDING GEAR lever (if needed)
(235 KNOTS maximum) . . . . . . . . . . . . . . . . . . . . UP & OFF
Plan to land at the nearest suitable airport.
No mention of actions on the ground.
EVACUATION (Cockpit crew actions) Back page QRH
Condition: Evacuation is needed.
Parking brake . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Set
Speedbrake lever . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .DOWN
FLAP lever . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 40
Pressurization mode selector . . . . . . . . . . . . . . . . . . . . . . MAN
Outflow valve switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . OPEN
Hold until the outflow valve is fully open.
If time allows, verify that the flaps are 40 before the engine
start levers are moved to CUTOFF.
Engine start levers (both) . . . . . . . . . . . . . . . . . . . . . . CUTOFF
Advise the cabin to evacuate.
Advise the tower.
Engine and APU fire
switches (all) . . . . . . . . . . . . . . . . . . . . . . . . .Override and pull
If any engine or APU fire warning occurs:
Related fire switch. . . . . . . . . . . . . . . . . . . . Rotate and hold
Rotate to the stop and hold for 1 second.
Yes we can be busy in the front office, especially when coming on stand, paperwork etc (FO checking if he have any numbers of local lass’ in his phone). And not expecting a fire at this stage of the sector would also be confusing (doors have probably been disarmed already).
Dragged this out of the FCTM…… may be of interest/pertinent.
ENGINE TAIL PIPE FIRE
Engine tailpipe fires are typically caused by engine control malfunctions that result in the
ignition of pooled fuel. These fires can be damaging to the engine and have caused
unplanned passenger evacuations. If a tailpipe fire is reported, the crew should accomplish
the NNC without delay.
Flight crews should consider the following when dealing with this situation:
• motoring the engine is the primary means of extinguishing the fire
• to prevent an inappropriate evacuation, flight attendants should be notified without
significant delay by using the phrase “ATTENTION CREW ON STATION”.
• communications with ramp personnel and the tower are important to determine the
status of the tailpipe fire and to request fire extinguishing assistance
• the engine fire checklist is inappropriate because the engine fire extinguishing
agent is not effective against a fire inside the tailpipe.
Discharging Fire Bottles during an Evacuation
The evacuation NNC specifies discharge of the engine or APU fire bottles if an engine or
APU fire warning light is illuminated. However, evacuation situations can present
possibilities regarding the potential for fire that are beyond the scope of the NNC and may
not activate an engine or APU fire warning. The crew should consider the following when
deciding whether to discharge one or more fire bottles into the engines and/or APU:
• if an engine fire warning light is not illuminated, but a fire indication exists or a
fire is reported in or near an engine, discharge both available fire bottles into the
affected engine
• if the APU fire warning light is not illuminated, but a fire indication exists or a fire
is reported in or near the APU, discharge the APU bottle
• the discharged Halon agent is designed to extinguish a fire and has very little or no
fire prevention capability in the engine nacelles. Halon dissipates quickly into the
atmosphere
• there is no reason to discharge the engine or APU fire bottles for evacuations not
involving fire indications existing or reported in or near an engine or APU, e.g.,
cargo fire, security or bomb threat, etc.