Regarding Fumes/Fire and evacuation the following incident comes to mind, as published on the AAIB website
here It is a great case study for CRM training.
Synopsis:
Shortly after landing, smoke was observed in both the cockpit and cabin. The aircraft was stopped, the engines were shut down and an evacuation was carried out. No technical defect was found during the subsequent examination. It is probable that the smoke was caused by the engines ingesting granular urea, which had been used to de-ice the runway during a very cold weather period.
Extracts
The aircraft was inspected and no defect or technical anomaly was found which could explain the presence of smoke during the landing roll.
The runway and taxiway were inspected by the Investigation the following morning. These had been swept clear of snow, which had been removed to the sides of the runway. The centre section of the runway was bare and clear but found to be lightly covered by significant amounts of granular urea that had been spread on the runway by a mechanical spreader.
Older runway de-icing/anti-icing methods, such as the application of urea or glycol, are no longer used as they have been replaced by more modern methods that are more environmentally friendly in the main. In addition, chloride salts, commonly used on roads etc., cannot be used where aircraft move due to their corrosive effect on aircraft structures and systems.
Urea granules are colourless, odourless and have a melting point of 132.7C. A sample of the granular urea used on the runway was obtained, which was heated using hot air. It initially melted to a clear liquid that subsequently boiled with an acrid and pungent smell (ammonia is released on contact with the water vapour in the air). A grey hue was observed in the air and a powdery residue remained after the liquid had evaporated.
When urea is used as an anti-ice formation agent, precipitation (snow or rain) falling on the urea dissolves it. The resulting mixture has a lower freezing point. Though effective down to -9.5C it is of limited use at temperatures below -4C.
In general liquid potassium acetate (KAc) is used at Irish Airports as an anti-icing agent. This can also be spread in conjunction with urea (hopper spread beforehand), in which case KAc dissolves the urea granules. Since supplies of KAc were exhausted by the time of the incident urea was used on its own.
Summary
At the time of the incident the weather in Ireland had been unseasonably cold for the previous month. Because of this, the supplies of runway de-icing fluid had been exhausted at EIKY and, if airport operations were to continue, granular urea was one of the few alternatives available. This was spread on the runway as an anti-icing measure in order to allow continued safe operation of flights from the runway. In this case, although some snow had been expected, none had fallen and consequently the urea had not dissolved and significant amounts remained in granular form on the centre of the runway, which was bare and clear of snow.
After landing, the engines spooled up due to reverse thrust being selected, as per normal procedures. It is probable that the urea on the runway was then ingested into the engines and rapidly heated to a high temperature by engine compression before being dispensed by the air conditioning system throughout the flight deck and cabin.
This would have resulted in the acrid smoke observed in both the cockpit and cabin.