Narrative:

Aircraft was dispatched in the payload mode with a gross weight of 312.7k pounds. Approach and landing in the rain with a landing weight of 306.7k pounds. Landed on speed of 135kts on a wet runway. Deceleration was normal for the brake setting. Turned off the runway at the high speed taxiway. On the taxiway we got a hot brake ECAM warning for hot brakes on the right main only. We were directed by ground control to taxi on D then G then C to ramp. We were assigned our ramp parking spot. Brake temps stayed at 285 degrees. Brake fans were turned on when on taxiway D. All taxiways were wet and skidding was of concern. When abeam a ramp the brake temperatures started to rise again. At this time braking was done using only the left brakes. Entering ramp the brakes temperatures climbed toward 700 degrees. Ramp control was called informing them that ground personnel should be cautious and stay away from the right gear. After turning into our parking spot the aircraft felt like it was dragging and needed left turn control on the ground steering wheel and power. Taxi before entering the parking spot was normal. Brake temperatures remained at 700 degrees until we parked. After we parked the temps started to fall immediately. The parking brake was not set. Brakes were guarded until chocks were placed and the engines shut down. Maintenance personnel entered the cockpit and told us to leave the brake fans on. During all this time the left main brakes stayed lower than 90 degrees. The only other thing that I can recall was that at one point during taxi we noticed that the aircraft was taxiing faster than an aircraft weighing 306.7k. I thought at first that the aircraft remained in flight idle but that wasn't it. I then looked down at the throttles and saw they were about 1/2 knob width out of idle. I immediately brought them back to idle. How long they were like that I couldn't guess or how they got there. I was so tired I didn't notice. I think that fatigue was an effect considering I have only been getting 5 to 6 hours of sleep at best;each day. Since the bird strike we had the day before and the delay we took and the loss of sleep each day since then I think it accumulated to the point that fatigue can not be ignored.

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Original NASA ASRS Text

Title: An A300 Captain unconsciously failed to keep the thrust levers at idle and so the right brake temperature reached 700 degrees. Fatigue was a factor.

Narrative: Aircraft was dispatched in the payload mode with a gross weight of 312.7k pounds. Approach and landing in the rain with a landing weight of 306.7k pounds. Landed on speed of 135kts on a wet runway. Deceleration was normal for the brake setting. Turned off the runway at the high speed taxiway. On the taxiway we got a hot brake ECAM warning for hot brakes on the right main only. We were directed by Ground Control to taxi on D then G then C to ramp. We were assigned our ramp parking spot. Brake temps stayed at 285 degrees. Brake fans were turned on when on taxiway D. All taxiways were wet and skidding was of concern. When abeam a ramp the brake temperatures started to rise again. At this time braking was done using only the left brakes. Entering ramp the brakes temperatures climbed toward 700 degrees. Ramp Control was called informing them that ground personnel should be cautious and stay away from the right gear. After turning into our parking spot the aircraft felt like it was dragging and needed left turn control on the ground steering wheel and power. Taxi before entering the parking spot was normal. Brake temperatures remained at 700 degrees until we parked. After we parked the temps started to fall immediately. The parking brake was not set. Brakes were guarded until chocks were placed and the engines shut down. Maintenance personnel entered the cockpit and told us to leave the brake fans on. During all this time the left main brakes stayed lower than 90 degrees. The only other thing that I can recall was that at one point during taxi we noticed that the aircraft was taxiing faster than an aircraft weighing 306.7k. I thought at first that the aircraft remained in flight idle but that wasn't it. I then looked down at the throttles and saw they were about 1/2 knob width out of idle. I immediately brought them back to idle. How long they were like that I couldn't guess or how they got there. I was so tired I didn't notice. I think that fatigue was an effect considering I have only been getting 5 to 6 hours of sleep at best;each day. Since the bird strike we had the day before and the delay we took and the loss of sleep each day since then I think it accumulated to the point that fatigue can not be ignored.

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.