Narrative:

Late due to a #2 generator not coming on line after engine start. Did a block turn back for maintenance to defer it. Maintenance attempted a generator panel replacement below the flight deck; but it did not fix the problem. An interesting note is that when maintenance was replacing the panel for the #2 generator; the #2 AC bus lost power (with the result a loss of both first officer pfd and nd screens); even though the APU was running and should have supplied all the busses at the time. Maintenance had us decouple the idg; and then performed the rest of the MEL for the #2 generator deferral. We then departed without incident; the APU generator running in accordance with the deferral. A visual approach was made; backed up by the profile mode. The approach was within stable parameters. The touchdown was made within the landing zone; and reversers were applied to maximum reverse. The captain called '80 knots;' and I decided to apply manual braking in order to ensure an exit on taxiway C. I started to close the reverser levers and apply brakes at about 70 KTS; when several things happened at once: my pfd and nd screens went blank; I heard a bunch of relays clicking; and the aircraft started to shake as if tires had blown. The tower reported smoke from our aircraft; and we slowed to a stop. Being distracted by the smoke I neglected to close the reverser levers all the way; but by that time the smoke was thick enough; and the captain heard a whine that he could not identify (the reversers); so he called for the emergency evacuation checklist. We accomplished the evacuation checklist; and it was at that time we noted that the APU had a fault light on the overhead panel and was already shutdown. Airport firefighters arrived and confirmed that the aircraft was not on fire; so the captain made the decision to not evacuate via the slide; and we waited for the gateway to bring the stair. I do not have much to offer on how this might have been prevented; as it seems as though we had an electrical malfunction that happened to coincide with the application of the brakes. I should have remembered to close the reversers all the way; and I was distracted by the apparent need to evacuate.callback conversation with reporter revealed the following information: the maintenance computer recorded the APU shut down as occurring at about 100 KTS; just about the speed that manual braking was commenced. The reason that the number one generator did not pick up the load has not been determined; nor the reason for the APU shut down.

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Original NASA ASRS Text

Title: A300 flight crew reports electrical malfunction during landing causing anti skid to fail and all eight main gear tires to blow. Aircraft had been dispatched with one generator inoperative and the APU running. APU apparently failed during landing roll.

Narrative: Late due to a #2 generator not coming on line after engine start. Did a block turn back for Maintenance to defer it. Maintenance attempted a generator panel replacement below the flight deck; but it did not fix the problem. An interesting note is that when Maintenance was replacing the panel for the #2 generator; the #2 AC Bus lost power (with the result a loss of both FO PFD and ND screens); even though the APU was running and should have supplied all the busses at the time. Maintenance had us decouple the IDG; and then performed the rest of the MEL for the #2 generator deferral. We then departed without incident; the APU generator running IAW the deferral. A visual approach was made; backed up by the profile mode. The approach was within stable parameters. The touchdown was made within the landing zone; and reversers were applied to maximum reverse. The Captain called '80 knots;' and I decided to apply manual braking in order to ensure an exit on Taxiway C. I started to close the reverser levers and apply brakes at about 70 KTS; when several things happened at once: my PFD and ND screens went blank; I heard a bunch of relays clicking; and the aircraft started to shake as if tires had blown. The tower reported smoke from our aircraft; and we slowed to a stop. Being distracted by the smoke I neglected to close the reverser levers all the way; but by that time the smoke was thick enough; and the Captain heard a whine that he could not identify (the reversers); so he called for the emergency evacuation checklist. We accomplished the evacuation checklist; and it was at that time we noted that the APU had a fault light on the overhead panel and was already shutdown. Airport firefighters arrived and confirmed that the aircraft was not on fire; so the Captain made the decision to not evacuate via the slide; and we waited for the gateway to bring the stair. I do not have much to offer on how this might have been prevented; as it seems as though we had an electrical malfunction that happened to coincide with the application of the brakes. I should have remembered to close the reversers all the way; and I was distracted by the apparent need to evacuate.Callback conversation with reporter revealed the following information: The maintenance computer recorded the APU shut down as occurring at about 100 KTS; just about the speed that manual braking was commenced. The reason that the number one generator did not pick up the load has not been determined; nor the reason for the APU shut down.

Data retrieved from NASA's ASRS site as of April 2012 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.