Narrative:

Immediately after a normal landing; we got a single chime master caution for inboard anti-skid. A rollout procedure without any braking was executed. Some subtle vibrations were experienced immediately after touchdown. While taxiing to the gate; flight attendant B called and reported a passenger on the right side of the aircraft observed smoke coming from the right brake assembly. That was followed by a second call from the flight attendant shortly thereafter reporting that there was fire observed from the same brake. At that time; we were very nearly parking at the gate and the ramp marshaler signaled we stop and then gave the signal for fire. We stopped and set the parking brake and asked ground control for the fire trucks as we had reports of fire from the right brake.first officer suggested we start the APU and shut down the engines. Did normal shutdown as fire trucks arrived. First officer and I decided keeping the folks onboard was safest course of action at that point. We did experience difficulty establishing communication with fire battalion commander to get a situation report. He reported 400 degrees; smoke; and an active hydraulic leak at the brakes. At that point; we noticed we had zero parking brake pressure so first officer requested ramp chock the wheels. Once evaluated and deemed safe for deplaning by maintenance personnel; a normal deplaning was made from our current position approximately 100 feet short of normal parking spot. During the debrief with the flight attendants; it became very clear that we came close to passengers electing to emergency evacuating themselves. I had made one P/a previously that fire crews had the situation under control and we were waiting for an aircraft mechanic to evaluate the condition of the aircraft but I was unaware that the situation was escalating. My plan was to have ramp tug us to the parking spot just 100 feet more so we could deplane the pax in a normal fashion. I made a P/a to this effect and flight attendant B called and relayed that a passenger with maintenance background advised against towing the aircraft as he had observed the right main tire wobbling significantly. We relayed this to operations and made a plan with them to deplane from our current location. I called flight attendants to share plan. They asked me to make a P/a. I did stating main cabin door only when opened by ramp personnel who coordinated a normal deplaning from our present location.it can be difficult to get enough information to fully understand what is going on. The flight attendants did a very good job keeping the passengers in their seats and keeping the isle clear of personal belongings. We were fortunate in many ways; first that the #3 main tire did not separate from the axle; we were able to stop the aircraft with brakes; that the fire department responded quickly; and that we ended up close to the gate.

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Original NASA ASRS Text

Title: Q400 flight crew reported being advised by a Flight Attendant that they had a smoking brake after they landed with an anti-skid warning message.

Narrative: Immediately after a normal landing; we got a single chime master caution for inboard anti-skid. A rollout procedure without any braking was executed. Some subtle vibrations were experienced immediately after touchdown. While taxiing to the gate; Flight Attendant B called and reported a passenger on the right side of the aircraft observed smoke coming from the right brake assembly. That was followed by a second call from the Flight Attendant shortly thereafter reporting that there was fire observed from the same brake. At that time; we were very nearly parking at the gate and the Ramp Marshaler signaled we stop and then gave the signal for fire. We stopped and set the parking brake and asked Ground Control for the fire trucks as we had reports of fire from the right brake.First Officer suggested we start the APU and shut down the engines. Did normal shutdown as fire trucks arrived. First Officer and I decided keeping the folks onboard was safest course of action at that point. We did experience difficulty establishing communication with fire battalion commander to get a situation report. He reported 400 degrees; smoke; and an active hydraulic leak at the brakes. At that point; we noticed we had zero parking brake pressure so First Officer requested ramp chock the wheels. Once evaluated and deemed safe for deplaning by Maintenance personnel; a normal deplaning was made from our current position approximately 100 feet short of normal parking spot. During the debrief with the flight attendants; it became very clear that we came close to passengers electing to emergency evacuating themselves. I had made one P/A previously that fire crews had the situation under control and we were waiting for an aircraft mechanic to evaluate the condition of the aircraft but I was unaware that the situation was escalating. My plan was to have Ramp tug us to the parking spot just 100 feet more so we could deplane the pax in a normal fashion. I made a P/A to this effect and Flight Attendant B called and relayed that a passenger with maintenance background advised against towing the aircraft as he had observed the right main tire wobbling significantly. We relayed this to operations and made a plan with them to deplane from our current location. I called flight attendants to share plan. They asked me to make a P/A. I did stating main cabin door only when opened by Ramp personnel who coordinated a normal deplaning from our present location.It can be difficult to get enough information to fully understand what is going on. The flight attendants did a very good job keeping the passengers in their seats and keeping the isle clear of personal belongings. We were fortunate in many ways; first that the #3 main tire did not separate from the axle; we were able to stop the aircraft with brakes; that the Fire Department responded quickly; and that we ended up close to the gate.

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.