Narrative:

I am a type rated owner operator of a C525. Over the years I have developed a set of personal minimums that I usually adjust my departure time/date to avoid exceeding. The taf's for the ZZZ area on this day consistently showed winds forecast between 310 and 320 degrees at speeds of 30 gusting to 40 KTS. Because these were substantially higher than anything I had had recent experience in; my current personal minimums for total wind (gust) was set at 35 KTS. As a result; I decided to reach out to a professional pilot to see if they would be willing to fly me to the ZZZ area in these conditions. The flight was accepted by mr. X; a designated examiner (de) for the make and model of airplane I operate (C525). Upon takeoff; I noticed the acceleration was a lot more sluggish than normal and we used a considerable amount of runway to become airborne. I remember looking to see if the engines were making normal power; they were. We were initially given a line up and wait clearance and the pilot engaged the handbrake. Upon getting takeoff clearance he forgot to release the hand brake. When I commented that the departure roll was sluggish he agreed and I looked over on the left side of his yoke and noticed the handbrake lever was pulled out. I asked him if he believed that would be a safety issue and he commented that we were only on the ground for 30 seconds or so and the brakes didn't have enough time to overheat or freeze up. He was comfortable continuing and due to his experience and the fact he was a designated examiner on the airplane I didn't think about the ramifications anymore. Our original plan was to fly to ZZZ1 to take advantage of better runway/wind alignment. As we approached the ZZZ metro area; we noticed winds at ZZZ2 had diminished from 30 gusting to 38 to 15 gusting to 30 from 320. Based on this the PIC decided he would attempt to land at my preferred destination of teterboro and if the winds proved too much he would execute a go-around and continue to ZZZ1. He called center and advised passenger requested destination change to ZZZ2. We got a new clearance and proceeded into ZZZ2. We encountered moderate turbulence and windshear all the way down to runway 10; and the upwind (left) wheel was the first to make ground contact; however upon the right tire contacting the ground it burst the plane slid to the right; this was controlled by rudder initially but as we slowed down and rudder effectiveness was lost the wind pushed the airplane from left to right. It came to a stop about 15 ft from the right edge.when the tire was removed the mechanic noted the right brake has welded shut on the wheel. Most likely a result of overheating from the takeoff roll with braked applied. The left side was normal and rotated freely. This is how I learned the tire must have burst on or very shortly after contact with the ground. In fact in the deceleration the tower asked us if we needed emergency assistance because they saw smoke trailing the airplane. Damage was to the wheel; brakes and gear door. I am writing this report because I want to state I was not the pilot in command nor flying the airplane at the time and wanted to go on the record to discuss the events as best as I can remember.

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Original NASA ASRS Text

Title: A CE525 owner; pilot reports hiring a professional pilot to fly him to ZZZ airport due to a strong gusty wind forecast. The professional pilot forgets to release the parking brake prior to takeoff and this omission is not detected until airborne. Upon landing the right brake is locked and the right tire fails causing directional control problems.

Narrative: I am a type rated owner operator of a C525. Over the years I have developed a set of personal minimums that I usually adjust my departure time/date to avoid exceeding. The TAF's for the ZZZ area on this day consistently showed winds forecast between 310 and 320 degrees at speeds of 30 gusting to 40 KTS. Because these were substantially higher than anything I had had recent experience in; my current personal minimums for total wind (gust) was set at 35 KTS. As a result; I decided to reach out to a professional pilot to see if they would be willing to fly me to the ZZZ Area in these conditions. The flight was accepted by Mr. X; a Designated Examiner (DE) for the make and model of airplane I operate (C525). Upon takeoff; I noticed the acceleration was a lot more sluggish than normal and we used a considerable amount of runway to become airborne. I remember looking to see if the engines were making normal power; they were. We were initially given a line up and wait clearance and the pilot engaged the handbrake. Upon getting takeoff clearance he forgot to release the hand brake. When I commented that the departure roll was sluggish he agreed and I looked over on the left side of his yoke and noticed the handbrake lever was pulled out. I asked him if he believed that would be a safety issue and he commented that we were only on the ground for 30 seconds or so and the brakes didn't have enough time to overheat or freeze up. He was comfortable continuing and due to his experience and the fact he was a Designated Examiner on the airplane I didn't think about the ramifications anymore. Our original plan was to fly to ZZZ1 to take advantage of better runway/wind alignment. As we approached the ZZZ metro area; we noticed winds at ZZZ2 had diminished from 30 gusting to 38 to 15 gusting to 30 from 320. Based on this the PIC decided he would attempt to land at my preferred destination of Teterboro and if the winds proved too much he would execute a go-around and continue to ZZZ1. He called Center and advised passenger requested destination change to ZZZ2. We got a new clearance and proceeded into ZZZ2. We encountered moderate turbulence and windshear all the way down to Runway 10; and the upwind (left) wheel was the first to make ground contact; however upon the right tire contacting the ground it burst the plane slid to the right; this was controlled by rudder initially but as we slowed down and rudder effectiveness was lost the wind pushed the airplane from left to right. It came to a stop about 15 FT from the right edge.When the tire was removed the Mechanic noted the right brake has welded shut on the wheel. Most likely a result of overheating from the takeoff roll with braked applied. The left side was normal and rotated freely. This is how I learned the tire must have burst on or very shortly after contact with the ground. In fact in the deceleration the Tower asked us if we needed emergency assistance because they saw smoke trailing the airplane. Damage was to the wheel; brakes and gear door. I am writing this report because I want to state I was not the pilot in command nor flying the airplane at the time and wanted to go on the record to discuss the events as best as I can remember.

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.