Narrative:

After blocking in; a wheel brake caught fire on the left hand truck. During the preflight the first officer (first officer) had mentioned that it looked like one of the brakes had been replaced on the left truck and that there was a fair amount of dirt and hydraulic type fluid on the brakes and on the ground. When maintenance brought the logbook to the aircraft about 20 minutes later; he informed me that they had indeed changed a brake (for the life of me I cannot remember which one he said). It was written up in the logbook and signed off; and maintenance also confirmed with me that that was why there was the dust; dirt; fluid in and around the brakes; wheels; truck of the left side. We took a 45 min loading delay; we had a reverser deferred maintenance item. We took off at 369.4 gw; with a 378.0 max gw limited by landing weight. Only other problem that we had was that we could not get our ETOPS wx via ACARS; had to do a phone patch with operations. I contemplated using flaps 30 for landing but opted for 25 as there was only a 300 feet landing difference between the two and company SOP. I did choose brakes 4 though. I can't remember if I used 314 or 315 gw for landing but I remember that reference was 147. Landing was on speed and approximately 2500 feet down. Everything seemed normal during rollout and I disconnected the auto brakes at about 65 knots; and rolled to the next exit. I taxied into parking and did the shutdown checklist. While accomplishing it the marshaller gave me the chocks in signal and I released the brakes knowing that they were undoubtedly warm. Then we did the secure checklist. The first officer got up to open the door but said that there were no stairs; he informed me that he was putting the strap up. I was filling out the logbook when someone came up the stairs and said to release the brakes. I said that I already had; and the individual left without saying anything else. The first officer left to do his walk around and I finished the closeout and sent it to ops. I was in the process of getting out of the seat when our maintenance representative and my first officer came up to tell me that we had a brake fire on #2. (I didn't know anything about it to that point). Maintenance said that they had put the fire out and had already called the fire dept. I left the aircraft with both individuals and I and the first officer moved [toward] the nose of the aircraft about 100 ft away. I did not write up anything in the logbook because I had already closed it out and I left it onboard. The fire dept didn't let anyone close to the aircraft for approximately 1.5 hours. In the meantime I called company with the preliminary details.

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Original NASA ASRS Text

Title: B-767 flight crew reported a brake fire had been extinguished after gate arrival.

Narrative: After blocking in; a wheel brake caught fire on the left hand truck. During the preflight the First Officer (FO) had mentioned that it looked like one of the brakes had been replaced on the left truck and that there was a fair amount of dirt and hydraulic type fluid on the brakes and on the ground. When Maintenance brought the logbook to the aircraft about 20 minutes later; he informed me that they had indeed changed a brake (for the life of me I cannot remember which one he said). It was written up in the logbook and signed off; and Maintenance also confirmed with me that that was why there was the dust; dirt; fluid in and around the brakes; wheels; truck of the left side. We took a 45 min loading delay; we had a reverser Deferred Maintenance Item. We took off at 369.4 GW; with a 378.0 max GW limited by landing weight. Only other problem that we had was that we could not get our ETOPS Wx via ACARS; had to do a phone patch with OPS. I contemplated using flaps 30 for landing but opted for 25 as there was only a 300 feet landing difference between the two and company SOP. I did choose brakes 4 though. I can't remember if I used 314 or 315 GW for landing but I remember that REF was 147. Landing was on speed and approximately 2500 feet down. Everything seemed normal during rollout and I disconnected the auto brakes at about 65 knots; and rolled to the next exit. I taxied into parking and did the shutdown checklist. While accomplishing it the Marshaller gave me the chocks in signal and I released the brakes knowing that they were undoubtedly warm. Then we did the Secure Checklist. The FO got up to open the door but said that there were no stairs; he informed me that he was putting the strap up. I was filling out the logbook when someone came up the stairs and said to release the brakes. I said that I already had; and the individual left without saying anything else. The FO left to do his walk around and I finished the closeout and sent it to ops. I was in the process of getting out of the seat when our Maintenance Representative and my FO came up to tell me that we had a brake fire on #2. (I didn't know anything about it to that point). Maintenance said that they had put the fire out and had already called the Fire Dept. I left the aircraft with both individuals and I and the FO moved [toward] the nose of the aircraft about 100 ft away. I did not write up anything in the logbook because I had already closed it out and I left it onboard. The Fire Dept didn't let anyone close to the aircraft for approximately 1.5 hours. In the meantime I called company with the preliminary details.

Data retrieved from NASA's ASRS site and automatically converted to unabbreviated mixed upper/lowercase text. This report is for informational purposes with no guarantee of accuracy. See NASA's ASRS site for official report.