Narrative:

At approximately XA00 hours we set out to troubleshoot an ongoing problem with the thrust reversers on the right side. The ongoing problem with the right thrust reverser is that we get an amber caution message 'thrust reverser fail' right on the EICAS display. This message typically comes on the initial movement of the power levers. The failure is also erratic and unpredictable. There are some legs from takeoff to landing where we do not receive this warning message and on other times we may receive this message on every leg. This problem was addressed on multiple occasions previous to this event. This aircraft was just out of an 'a inspection' and this thrust reverser problem was addressed and said to be fixed. We have flown this aircraft and the problem was not resolved; therefore; the reason we went out was to help gulfstream troubleshoot the problem. The individuals on the aircraft that day were myself at the controls; YYY seated in the copilot seat and ZZZ in the aft cabin; who are aircraft mechanics. At the direction of ZZZ the plan was to try to duplicate the message and take some voltage readings at specific points to record for gulfstream. The action we proceeded with was to advance the power levers and accelerate the aircraft to approximately 60-80 KT range. We did this at our home airport. This airport has more than enough runway length to accommodate our needs; the runway length is 10001 ft. The WX was clear and warm calm winds. We started at the end of the runway 13 and made the first run to around the speeds of 60-80 KTS. At the end of the run; I deployed both thrust reversers to slow the aircraft. The use of brakes was minimal since we were trying to induce the thrust reverser failure. We stopped around the middle of the runway and initiated another run. We reversed course at near the end and did 2 more runs and taxied to our ramp. We parked the aircraft in front of our hangar; shut down the right engine. We at this point had no failure and discussed switching the engine fadec to the 'B' channel. Shutting down the engine and restarting the engine does force the channel to the 'B' side which we did and verified it is now on the 'B' channel. This took approximately 5-10 mins on our ramp. We did the same runs starting at the end of runway 13. We did two; reversed course and the last one we only did one. We started near the end of runway 31; accelerated to approximately 60-80 KTS; and deployed the thrust reverser and slowed the aircraft to the end of the runway. Braking was again minimal; and at the end of the runway made the right turn on the taxiway and proceeded to our hangar. When we made the turn back in the opposite direction towards our hangar; I noticed a slight wobble on the left side of the aircraft and felt a drop on that side. I stopped the aircraft and notified the tower of our intention to open the cabin door and have one of the mechanics go investigate the problem. This was approved and completed. Upon initial look it was verified that the tires were flat. I called the tower again and notified them of our situation and had asked permission to have equipment come out for us to replace the tires and continue back to the hangar after the tire problem was resolved. That is when I was told that we have smoke coming out of our left gear. I quickly grabbed the fire extinguisher behind my seat and exited the aircraft to extinguish the fire. I proceeded to expel the agent onto the fire and it initially stopped the fire for a few seconds. The fire continued and ZZZ handed me the second one and we repeated the process. The fire again continued and at this point one of our line mechanics at our hangar already was just about where I was with another fire extinguisher to assist in our situation. At this point I noticed the airport fire trucks were already on their way. YYY used up the last of the agent on his fire extinguisher and at this point the trucks were almost there. Once the fire truck arrived at our location; that is when the truck used its onboard fire hose to extinguish the fire. Multiple other vehicles were arriving at the very same time. The fire was extinguished and we waited for the ok from the fire chief tostart the process of jacking up the left side of the aircraft to remove the flat tires and install new tires so that we could move our aircraft to our hangar.

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Original NASA ASRS Text

Title: GULFSTREAM G200 FLT CREW HAS A MAIN LNDG GEAR FIRE DURING A HIGH SPD TAXI.

Narrative: AT APPROX XA00 HRS WE SET OUT TO TROUBLESHOOT AN ONGOING PROB WITH THE THRUST REVERSERS ON THE R SIDE. THE ONGOING PROB WITH THE R THRUST REVERSER IS THAT WE GET AN AMBER CAUTION MESSAGE 'THRUST REVERSER FAIL' R ON THE EICAS DISPLAY. THIS MESSAGE TYPICALLY COMES ON THE INITIAL MOVEMENT OF THE PWR LEVERS. THE FAILURE IS ALSO ERRATIC AND UNPREDICTABLE. THERE ARE SOME LEGS FROM TKOF TO LNDG WHERE WE DO NOT RECEIVE THIS WARNING MESSAGE AND ON OTHER TIMES WE MAY RECEIVE THIS MESSAGE ON EVERY LEG. THIS PROB WAS ADDRESSED ON MULTIPLE OCCASIONS PREVIOUS TO THIS EVENT. THIS ACFT WAS JUST OUT OF AN 'A INSPECTION' AND THIS THRUST REVERSER PROB WAS ADDRESSED AND SAID TO BE FIXED. WE HAVE FLOWN THIS ACFT AND THE PROB WAS NOT RESOLVED; THEREFORE; THE REASON WE WENT OUT WAS TO HELP GULFSTREAM TROUBLESHOOT THE PROB. THE INDIVIDUALS ON THE ACFT THAT DAY WERE MYSELF AT THE CTLS; YYY SEATED IN THE COPLT SEAT AND ZZZ IN THE AFT CABIN; WHO ARE ACFT MECHS. AT THE DIRECTION OF ZZZ THE PLAN WAS TO TRY TO DUPLICATE THE MESSAGE AND TAKE SOME VOLTAGE READINGS AT SPECIFIC POINTS TO RECORD FOR GULFSTREAM. THE ACTION WE PROCEEDED WITH WAS TO ADVANCE THE PWR LEVERS AND ACCELERATE THE ACFT TO APPROX 60-80 KT RANGE. WE DID THIS AT OUR HOME ARPT. THIS ARPT HAS MORE THAN ENOUGH RWY LENGTH TO ACCOMMODATE OUR NEEDS; THE RWY LENGTH IS 10001 FT. THE WX WAS CLR AND WARM CALM WINDS. WE STARTED AT THE END OF THE RWY 13 AND MADE THE FIRST RUN TO AROUND THE SPDS OF 60-80 KTS. AT THE END OF THE RUN; I DEPLOYED BOTH THRUST REVERSERS TO SLOW THE ACFT. THE USE OF BRAKES WAS MINIMAL SINCE WE WERE TRYING TO INDUCE THE THRUST REVERSER FAILURE. WE STOPPED AROUND THE MIDDLE OF THE RWY AND INITIATED ANOTHER RUN. WE REVERSED COURSE AT NEAR THE END AND DID 2 MORE RUNS AND TAXIED TO OUR RAMP. WE PARKED THE ACFT IN FRONT OF OUR HANGAR; SHUT DOWN THE R ENG. WE AT THIS POINT HAD NO FAILURE AND DISCUSSED SWITCHING THE ENG FADEC TO THE 'B' CHANNEL. SHUTTING DOWN THE ENG AND RESTARTING THE ENG DOES FORCE THE CHANNEL TO THE 'B' SIDE WHICH WE DID AND VERIFIED IT IS NOW ON THE 'B' CHANNEL. THIS TOOK APPROX 5-10 MINS ON OUR RAMP. WE DID THE SAME RUNS STARTING AT THE END OF RWY 13. WE DID TWO; REVERSED COURSE AND THE LAST ONE WE ONLY DID ONE. WE STARTED NEAR THE END OF RWY 31; ACCELERATED TO APPROX 60-80 KTS; AND DEPLOYED THE THRUST REVERSER AND SLOWED THE ACFT TO THE END OF THE RWY. BRAKING WAS AGAIN MINIMAL; AND AT THE END OF THE RWY MADE THE R TURN ON THE TXWY AND PROCEEDED TO OUR HANGAR. WHEN WE MADE THE TURN BACK IN THE OPPOSITE DIRECTION TOWARDS OUR HANGAR; I NOTICED A SLIGHT WOBBLE ON THE L SIDE OF THE ACFT AND FELT A DROP ON THAT SIDE. I STOPPED THE ACFT AND NOTIFIED THE TWR OF OUR INTENTION TO OPEN THE CABIN DOOR AND HAVE ONE OF THE MECHS GO INVESTIGATE THE PROB. THIS WAS APPROVED AND COMPLETED. UPON INITIAL LOOK IT WAS VERIFIED THAT THE TIRES WERE FLAT. I CALLED THE TWR AGAIN AND NOTIFIED THEM OF OUR SITUATION AND HAD ASKED PERMISSION TO HAVE EQUIP COME OUT FOR US TO REPLACE THE TIRES AND CONTINUE BACK TO THE HANGAR AFTER THE TIRE PROB WAS RESOLVED. THAT IS WHEN I WAS TOLD THAT WE HAVE SMOKE COMING OUT OF OUR L GEAR. I QUICKLY GRABBED THE FIRE EXTINGUISHER BEHIND MY SEAT AND EXITED THE ACFT TO EXTINGUISH THE FIRE. I PROCEEDED TO EXPEL THE AGENT ONTO THE FIRE AND IT INITIALLY STOPPED THE FIRE FOR A FEW SECONDS. THE FIRE CONTINUED AND ZZZ HANDED ME THE SECOND ONE AND WE REPEATED THE PROCESS. THE FIRE AGAIN CONTINUED AND AT THIS POINT ONE OF OUR LINE MECHS AT OUR HANGAR ALREADY WAS JUST ABOUT WHERE I WAS WITH ANOTHER FIRE EXTINGUISHER TO ASSIST IN OUR SITUATION. AT THIS POINT I NOTICED THE ARPT FIRE TRUCKS WERE ALREADY ON THEIR WAY. YYY USED UP THE LAST OF THE AGENT ON HIS FIRE EXTINGUISHER AND AT THIS POINT THE TRUCKS WERE ALMOST THERE. ONCE THE FIRE TRUCK ARRIVED AT OUR LOCATION; THAT IS WHEN THE TRUCK USED ITS ONBOARD FIRE HOSE TO EXTINGUISH THE FIRE. MULTIPLE OTHER VEHICLES WERE ARRIVING AT THE VERY SAME TIME. THE FIRE WAS EXTINGUISHED AND WE WAITED FOR THE OK FROM THE FIRE CHIEF TOSTART THE PROCESS OF JACKING UP THE L SIDE OF THE ACFT TO REMOVE THE FLAT TIRES AND INSTALL NEW TIRES SO THAT WE COULD MOVE OUR ACFT TO OUR HANGAR.

Data retrieved from NASA's ASRS site as of January 2009 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.