A320 First Officer reported after landing they had a brake overheat and a fire in the brake area of the number 2 brake.
Synopsis
A320 First Officer reported after landing they had a brake overheat and a fire in the brake area of the number 2 brake.
Narrative
Aircraft X; I the First Officer (FO) was the Pilot Flying (PF) and the Captain was the Pilot Monitoring (PM). Our approaching to ZZZ Runway XX was normal. Vapp was approximately 135 kias and the aircraft was configured flaps FULL. At 1;000 ft. AGL the aircraft was stable and cleared to land and the Captain made that call referencing such. The aircraft touched down within the touchdown zone and the landing was smooth. Upon touchdown the Captain called 'Spoilers' and 'Reverse Green'. The aircraft landed with Auto brakes LO and I transitioned to manual brakes at approximately 100 kias. At approximately 90 kias I felt the aircraft jerk and yaw. My assumption was that a wheel had momentarily locked up. This jerk was just for a second and then the aircraft continued a normal deceleration on the centerline. The Captain called '70 Knots' and then assumed control of the aircraft. The Captain taxied off the runway at SG4 and all indications were normal with no unusual steering input or power required. After performing the after landing flow the Captain began to monitor the WHEEL page and noticed that brake #2 was increasing in temp out of line with the other brakes. Upon runway exit brake #1 was approx 210; brake #3 approx 150; and brake #4 approx 150. Brake #2 was 300 and climbing. Turning north on Taxiway SC approaching Runway XYL the #2 brake was climbing steadily to 400. The Captain told the FO that he suspected that we were dragging brake #2 and to contact OPS and request that maintenance meet the aircraft. ATC had us hold short of Runway XYL at SC and the cleared us across that closed runway and instructed us to hold short of Runway XYR at U. The Captain stopped short of XYR at U and set the parking brake confirming the triple indication and the ECAM and then turned the taxi light off.Almost immediately ATC stated 'Aircraft X your left main appears to be on fire. The Captain hit the PA button and stated 'Flight Attendant Stations'. ATC stated that ARFF was en-route and then I asked if we needed to remain on the current frequency or to switch to a different. We were told to stay on our current frequency. The LEAD Flight Attendant (FA) called and asked if we needed to evacuate. The Captain told her not at this time; ARFF was responding; and that we would let her know. We got an ECAM regarding HYD pressure low but our attention was taken back to the ARFF response and the aircraft configuration. ATC reported Airport Rescue and Firefighting (ARFF) approaching and we could feel the impact of the water hitting the aircraft. We went back to the ECAM and noticed that all of the YELLOW HYD fluid was gone; our left side brakes were going; and our nose wheel steering was lost. We started the APU and shutdown both engines never turning on the yellow electric pump. ARFF reported that the fire was out but still smoking. The Captain hit the PA button and stated 'Flight Attendants; remain seated; remain seated; remain seated'. The Captain told ARFF that we would need to be towed in and confirmed that they would escort us to the gate.The Captain made a PA announcement informing the passengers of the brake issue; the subsequent fire; and that ARFF had extinguished the flames and that we would be towed to the gate with the escort. The Captain further asked them to be patient as we coordinated a tow to the gate. The FA called asking if passengers could use the LAV. The Captain allowed them but reiterated once a tug showed up they would need to be seated. While waiting for the tow The Captain sent a message via ACARS to Dispatch and Maintenance informing them of our situation. We coordinated with Airline Operations; ZZZ Operations; and ATC for the tow. Once connected we confirmed with ATC that the aircraft movement was now under control of ZZZ Operations and that they would coordinate clearance across XYR and to the gate. At the gate The Captain set the brake; turned off the beacon; and confirmed that we were chocked before releasing the parkingbrake and turning off the seat belt sign. At the parking check list we noticed the FAULT lights on the PTU and the Y ELEC PUMP. The Captain turned them both off in accordance with the ECAM and finished the checklist. The passengers deplaned via normal procedures. The Captain then contacted the Chief Pilot of Duty. The Captain was instructed to make phone calls to Airline Operation and ZZZ Tower to provide additional information.
Second reporter narrative
[Narrative contained no additional information.]
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Source: NASA Aviation Safety Reporting System (public domain). Reports are voluntary submissions and are not verified by NASA.