Narrative:

The flight phase began in morning XA15 mdt with check in at mtj. My routine continued with a complete preflight inspection of the aircraft. Nothing out of the ordinary observed on the preflight. Note: outboard wings and tail surface de-ice with glycol solution to remove light frost. There was no precipitation. Ramp was clear with dampness from glycol and runway was dry and clear. The aircraft was boarded and the door was closed on time at XA45 mdt. The cabin and passenger were secured and I took my seat as the first officer for the flight. The captain started the left engine, as the right engine was started before the boarding process. During this time I confirmed the accuracy and the validity of the weight and balance. According to the current weight I looked up and completed a velocity speed for reference on takeoff and landing. As the captain taxied to and back-taxied to runway 30, I completed a safety briefing to the 5 passenger on board. The captain turned around and stopped on the painted threshold. Captain set parking brake as we both completed the checklists required before flight. This took a couple of mins after which I, as the PF, applied toe brakes and informed the captain I had the brakes. The captain then deactivated the parking brake. I advanced the power levers to 500-1000 pounds of torque to bring the propellers up on their governors. Power levers advanced to takeoff power of 3000# of torque, with temperature gauges indicating normal. I confirmed takeoff power had been attained and released the brakes to begin the takeoff roll. Initially aircraft pulled left. I corrected back to centerline with application of the right brake. Training emphasized differential braking initially on dry pavement to correct centerline deviation. Aircraft returned to centerline with a sluggish acceleration. The captain asked, 'what's the problem?' I replied, 'it's sluggish,' and noted I had not brake pressure applied. The captain then turned on the brake deice heat. Immediately no change to the situation. Captain called for abort, at which time I closed. When levers reduced to flight idle the aircraft made a hard pull to the left. At this time I estimate the aircraft speed was around 25 mph and I had no doubt in my mind that brake application would stop the aircraft in a short distance. I tried to correct the left turn by applying right brake with no effectiveness. At this time there was no time to spool the engines to reverse and we were within feet of the side of the runway. Both the captain and I, after realizing the imminent excursion, depressed the brakes to stop. The aircraft left the runway enough to stop with the main gear wheels in the mud and the tail just on the edge of the runway. There was no structural damage--2 blown tires on the right. Passenger were deplaned--no injuries or anxiety. I inspected the runway later and found the right side tires or tire skidded the whole length of the takeoff roll. The right outboard tire skidded first 400' until it blew, then the right inboard tire skidded the rest of the length. The right inboard blew just before exiting the runway. I feel this is so because of the hub scratched the tarmac after blowing. The outside air temperature was 32 degree F. The aircraft right brake locked, where I didn't apply enough pressure to lock up the right side. The length of the takeoff run I estimate around 1000'. The aircraft left the runway to the left.

Google
 

Original NASA ASRS Text

Title: BRAKES FAILED TO RELEASE ON TKOF ROLL RESULTING IN BLOWN TIRES AND ACFT EXITING THE RWY.

Narrative: THE FLT PHASE BEGAN IN MORNING XA15 MDT WITH CHK IN AT MTJ. MY ROUTINE CONTINUED WITH A COMPLETE PREFLT INSPECTION OF THE ACFT. NOTHING OUT OF THE ORDINARY OBSERVED ON THE PREFLT. NOTE: OUTBOARD WINGS AND TAIL SURFACE DE-ICE WITH GLYCOL SOLUTION TO REMOVE LIGHT FROST. THERE WAS NO PRECIPITATION. RAMP WAS CLR WITH DAMPNESS FROM GLYCOL AND RWY WAS DRY AND CLR. THE ACFT WAS BOARDED AND THE DOOR WAS CLOSED ON TIME AT XA45 MDT. THE CABIN AND PAX WERE SECURED AND I TOOK MY SEAT AS THE F/O FOR THE FLT. THE CAPT STARTED THE LEFT ENG, AS THE RIGHT ENG WAS STARTED BEFORE THE BOARDING PROCESS. DURING THIS TIME I CONFIRMED THE ACCURACY AND THE VALIDITY OF THE WT AND BAL. ACCORDING TO THE CURRENT WT I LOOKED UP AND COMPLETED A VELOCITY SPD FOR REF ON TKOF AND LNDG. AS THE CAPT TAXIED TO AND BACK-TAXIED TO RWY 30, I COMPLETED A SAFETY BRIEFING TO THE 5 PAX ON BOARD. THE CAPT TURNED AROUND AND STOPPED ON THE PAINTED THRESHOLD. CAPT SET PARKING BRAKE AS WE BOTH COMPLETED THE CHKLISTS REQUIRED BEFORE FLT. THIS TOOK A COUPLE OF MINS AFTER WHICH I, AS THE PF, APPLIED TOE BRAKES AND INFORMED THE CAPT I HAD THE BRAKES. THE CAPT THEN DEACTIVATED THE PARKING BRAKE. I ADVANCED THE PWR LEVERS TO 500-1000 LBS OF TORQUE TO BRING THE PROPS UP ON THEIR GOVERNORS. PWR LEVERS ADVANCED TO TKOF PWR OF 3000# OF TORQUE, WITH TEMP GAUGES INDICATING NORMAL. I CONFIRMED TKOF PWR HAD BEEN ATTAINED AND RELEASED THE BRAKES TO BEGIN THE TKOF ROLL. INITIALLY ACFT PULLED LEFT. I CORRECTED BACK TO CENTERLINE WITH APPLICATION OF THE RIGHT BRAKE. TRNING EMPHASIZED DIFFERENTIAL BRAKING INITIALLY ON DRY PAVEMENT TO CORRECT CENTERLINE DEVIATION. ACFT RETURNED TO CENTERLINE WITH A SLUGGISH ACCELERATION. THE CAPT ASKED, 'WHAT'S THE PROB?' I REPLIED, 'IT'S SLUGGISH,' AND NOTED I HAD NOT BRAKE PRESSURE APPLIED. THE CAPT THEN TURNED ON THE BRAKE DEICE HEAT. IMMEDIATELY NO CHANGE TO THE SITUATION. CAPT CALLED FOR ABORT, AT WHICH TIME I CLOSED. WHEN LEVERS REDUCED TO FLT IDLE THE ACFT MADE A HARD PULL TO THE LEFT. AT THIS TIME I ESTIMATE THE ACFT SPD WAS AROUND 25 MPH AND I HAD NO DOUBT IN MY MIND THAT BRAKE APPLICATION WOULD STOP THE ACFT IN A SHORT DISTANCE. I TRIED TO CORRECT THE LEFT TURN BY APPLYING RIGHT BRAKE WITH NO EFFECTIVENESS. AT THIS TIME THERE WAS NO TIME TO SPOOL THE ENGS TO REVERSE AND WE WERE WITHIN FEET OF THE SIDE OF THE RWY. BOTH THE CAPT AND I, AFTER REALIZING THE IMMINENT EXCURSION, DEPRESSED THE BRAKES TO STOP. THE ACFT LEFT THE RWY ENOUGH TO STOP WITH THE MAIN GEAR WHEELS IN THE MUD AND THE TAIL JUST ON THE EDGE OF THE RWY. THERE WAS NO STRUCTURAL DAMAGE--2 BLOWN TIRES ON THE RIGHT. PAX WERE DEPLANED--NO INJURIES OR ANXIETY. I INSPECTED THE RWY LATER AND FOUND THE RIGHT SIDE TIRES OR TIRE SKIDDED THE WHOLE LENGTH OF THE TKOF ROLL. THE RIGHT OUTBOARD TIRE SKIDDED FIRST 400' UNTIL IT BLEW, THEN THE RIGHT INBOARD TIRE SKIDDED THE REST OF THE LENGTH. THE RIGHT INBOARD BLEW JUST BEFORE EXITING THE RWY. I FEEL THIS IS SO BECAUSE OF THE HUB SCRATCHED THE TARMAC AFTER BLOWING. THE OUTSIDE AIR TEMP WAS 32 DEG F. THE ACFT RIGHT BRAKE LOCKED, WHERE I DIDN'T APPLY ENOUGH PRESSURE TO LOCK UP THE RIGHT SIDE. THE LENGTH OF THE TKOF RUN I ESTIMATE AROUND 1000'. THE ACFT LEFT THE RWY TO THE LEFT.

Data retrieved from NASA's ASRS site as of July 2007 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.