Narrative:

We arrived at the FBO and preflighted the aircraft in the hangar. After preflighting; the aircraft was pulled out from the hangar. We fueled; serviced the lav and restocked the aircraft from being winterized and blocked out (temp -18C). It took slightly higher thrust to pull away from the chocks. [We] discussed the possibilities of brake issues and decided to utilize the brake warming procedures during taxi out. There were no indications of brake issues during taxi; holding short of runway or while we received the lineup and wait clearance from ATC. Performed noise abatement takeoff and had a normal flight. Landing; winds were 330@09. We discussed the possible wake turbulence from an aircraft departing just upwind from our runway. Upon touchdown on the centerline approximately 500 ft from the fixed distance marker we received the anti skid fail cas. The aircraft started to drift to the right of centerline which we initially thought was due to the crosswind. As we slowed [first officer] (first officer) stated that he was losing control authority so I took the controls and attempted to use the tiller to bring us back to the centerline but the aircraft was not responding as it normally does. I brought the aircraft to a stop and that is when I realized we blew both right main tires. We advised ATC; stated we did not need any immediate assistance; set the parking brake and left the engines running with all the lights on until airport safety vehicles arrived.in looking back; I don't know what we could've done differently. [The first officer] did an outstanding job flying the aircraft on profile; on speed and touching down in the touchdown zone on the centerline. With how the aircraft pulled during the landing rollout if he had landed any faster or further right of centerline due to the left crosswind we might be having a totally different conversation. When the aircraft came to a stop and we advised ATC that we had blown a tire. In trying to diagnose what happened and how to prevent this from happening in the future; I can only guess that perhaps there was snow on the wheel assemblies when the aircraft was put into the hangar and it melted; soaked into the brake assemblies and froze on flight over. We don't know the condition of the aircraft prior to it being placed in the hangar or how long the aircraft was in the hanger prior to us arriving.

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Original NASA ASRS Text

Title: CE-680A flight crew reported an ANTI SKID FAIL warning and failed tires on landing roll out.

Narrative: We arrived at the FBO and preflighted the aircraft in the hangar. After preflighting; the aircraft was pulled out from the hangar. We fueled; serviced the lav and restocked the aircraft from being winterized and blocked out (temp -18C). It took slightly higher thrust to pull away from the chocks. [We] discussed the possibilities of brake issues and decided to utilize the brake warming procedures during taxi out. There were no indications of brake issues during taxi; holding short of runway or while we received the lineup and wait clearance from ATC. Performed Noise Abatement takeoff and had a normal flight. Landing; winds were 330@09. We discussed the possible wake turbulence from an aircraft departing just upwind from our runway. Upon touchdown on the centerline approximately 500 ft from the Fixed Distance Marker we received the ANTI SKID FAIL CAS. The aircraft started to drift to the right of centerline which we initially thought was due to the crosswind. As we slowed [FO] (First Officer) stated that he was losing control authority so I took the controls and attempted to use the tiller to bring us back to the centerline but the aircraft was not responding as it normally does. I brought the aircraft to a stop and that is when I realized we blew both right main tires. We advised ATC; stated we did not need any immediate assistance; set the parking brake and left the engines running with all the lights on until airport safety vehicles arrived.In looking back; I don't know what we could've done differently. [The FO] did an outstanding job flying the aircraft on profile; on speed and touching down in the touchdown zone on the centerline. With how the aircraft pulled during the landing rollout if he had landed any faster or further right of centerline due to the left crosswind we might be having a totally different conversation. When the aircraft came to a stop and we advised ATC that we had blown a tire. In trying to diagnose what happened and how to prevent this from happening in the future; I can only guess that perhaps there was snow on the wheel assemblies when the aircraft was put into the hangar and it melted; soaked into the brake assemblies and froze on flight over. We don't know the condition of the aircraft prior to it being placed in the hangar or how long the aircraft was in the hanger prior to us arriving.

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.