Narrative:

Upon initial landing rollout left main tires locked and antiskid left failed. Suspected frozen brakes. Aircraft had been sitting on snow covered ramp for extended period of time in up to 8' of snow. Aircraft was brought up to frontline parking from rear ramp area and was pulled through high standing snow. Other captain; and myself were concerned already about possible frozen brakes at next landing due to snow and slush on ramp and taxiway when aircraft was put in service. We exercised and attempted to warm the normal brakes during taxi; and allowed the landing gear to remain extended well after takeoff to prevent main wheel lock at next landing. Flew in cruise at FL400 for a 4 hour period; and suspect carbon brakes had build-up of ice contamination upon landing touchdown. After touchdown; both left main tires began skidding; lost pressure; and the aircraft listed left and began to angle towards left side of runway. After thrust reversers deployed; aircraft began slowing quickly and captain was then able to regain some directional control and return aircraft towards the right and back on runway centerline. We then relayed our problem to the air traffic control tower; and cleared the runway. Soon after we came to a stop; airport operations personnel arrived and loaded up our passengers and transported them. A couple of airline mechanics arrived with airport operations and inspected left and right main landing gear tires and surrounding area for signs of damage. Saw no significant damage to landing gear area. The left main inboard tire was flat. The left outboard tire had significant damage and was able to hold enough tire pressure to allow for towing to the hangar. Avoid snow or slush at all times if possible. Freezing or near freezing surface temperatures make this process happen much sooner. Very difficult to avoid completely when conditions are favorable for main wheel lockup occurrence. Perhaps get the aircraft in a warm hangar for a safe amount of time and if allowable blow some compressed air onto the brake stacks to remove moisture collected around main tires. Even with conscious effort applying all suggested aircraft flight manual procedures; and knowing this is a past problem; wheel lock still occurred upon landing. Carbon fiber based brake pads are very vulnerable to this condition of wheel lock/freeze up. Maybe an approved mod to replace with different material brake pads less susceptible to failure is in order.

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Original NASA ASRS Text

Title: CE680 Captain reports accepting an aircraft that had been sitting on a snow covered ramp for an extended period of time in up to 8 inches of snow. Fearing frozen brakes on landing the brakes are used heavily during taxi out and the gear is left down for an extended period after takeoff. Upon landing the left main wheels are frozen causing one tire to blow and damage to the other.

Narrative: Upon initial landing rollout left main tires locked and antiskid left failed. Suspected frozen brakes. Aircraft had been sitting on snow covered ramp for extended period of time in up to 8' of snow. Aircraft was brought up to frontline parking from rear ramp area and was pulled through high standing snow. Other Captain; and myself were concerned already about possible frozen brakes at next landing due to snow and slush on ramp and taxiway when aircraft was put in service. We exercised and attempted to warm the normal brakes during taxi; and allowed the landing gear to remain extended well after takeoff to prevent main wheel lock at next landing. Flew in cruise at FL400 for a 4 hour period; and suspect carbon brakes had build-up of ice contamination upon landing touchdown. After touchdown; both left main tires began skidding; lost pressure; and the aircraft listed left and began to angle towards left side of runway. After thrust reversers deployed; aircraft began slowing quickly and Captain was then able to regain some directional control and return aircraft towards the right and back on runway centerline. We then relayed our problem to the Air Traffic Control Tower; and cleared the runway. Soon after we came to a stop; Airport Operations personnel arrived and loaded up our passengers and transported them. A couple of airline mechanics arrived with Airport Operations and inspected left and right main landing gear tires and surrounding area for signs of damage. Saw no significant damage to landing gear area. The left main inboard tire was flat. The left outboard tire had significant damage and was able to hold enough tire pressure to allow for towing to the hangar. Avoid snow or slush at all times if possible. Freezing or near freezing surface temperatures make this process happen much sooner. Very difficult to avoid completely when conditions are favorable for main wheel lockup occurrence. Perhaps get the aircraft in a warm hangar for a safe amount of time and if allowable blow some compressed air onto the brake stacks to remove moisture collected around main tires. Even with conscious effort applying all suggested Aircraft Flight Manual procedures; and knowing this is a past problem; wheel lock still occurred upon landing. Carbon fiber based brake pads are very vulnerable to this condition of wheel lock/freeze up. Maybe an approved mod to replace with different material brake pads less susceptible to failure is in order.

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.