Narrative:

C560 night VFR visual approach to hto airport with calm winds. Flew visual left traffic to intercept VASI to touchdown at approximately 1200 ft past runway 10 touchdown end. Over approach end at reference +15 KTS and normal touchdown and minimal float. Applied thrust reversers, brakes and speed brakes and noticed not slowing appreciably. First officer suggested go around at around 1/2 way point of runway, thinking I'm not using foot brakes. I felt minimal braking action was occurring but decided to stay with the rollout using normal brake and thrust reversers and speed brakes. At about taxiway east and approximately 700 ft remaining, first officer begins applying brakes and I use full thrust reversing. Aircraft begins to veer left and exits runway onto grass coming to full stop at 90 degrees to runway. Egress passenger and notice left wheel blown and rubber skid on runway from taxiway east on, then tire mark appears to wobble as from flat tire condition. Wrote up aircraft and call into company. Duty day 16+ hours -- tired. Antiskid system failure and hard brake pedal resulted in 20-30% of brake effectiveness. First officer noted little effectiveness with his brakes. Seemed to have clear case of brake failure. No time for emergency brake as runway is 4242 ft long. Terminated from job. Brake problems known by company and cessna. Need airworthiness directive or revised landing field till problem corrected by cessna manufacturing and company. Supplemental information from acn 376726: we completed the approach checklist passing through approximately 13000 ft. We idented the airport approximately 7-10 mi out. Approach approved us to change to advisory. We made standard callouts of overhead, downwind, base, and final. We extended approach flaps before crossing over the airport. We crossed over the field at 1600 ft MSL, checked the windsock, winds were calm, and entered the left downwind for runway 10 as briefed earlier in the flight. We turned left base and extended full flaps down. As we turned final and on final, our airspeed slowed from vref +40 KTS to vref +20 KTS. We were slightly high on the VASI, but intercepted it at about a 3/4 to a 1 mi final. At approximately 100-150 ft above the ground we retracted the speed brakes. We crossed the threshold at approximately vref +15 KTS. We touched down approximately 1500 ft to 2000 ft down the runway. We extended the speed brakes, deployed the thrust reversers, and tried to brake. There was little or no brakes available. I tried the brakes on my side which somehow locked up the left main tire. The aircraft, C560, has anti-lock brakes and we had no indication of any failure by the annunciator lights. The left main tire blew out and the aircraft started losing directional control. We were able to maintain the aircraft on the runway but ran off the end of the runway at approximately 30-40 KTS. The aircraft stopped sideways off the end of the runway at approximately 330 ft. We had very little to no time to try emergency braking given that the runway was only 4242 ft long. We shut the engines down and evacuate/evacuationed the 2 passenger. No one was hurt or injured. To my knowledge the only damage was a left blown main tire and 2 inboard flaps which hit 2 threshold lights at the end. We also had an inoperative brake and anti- skid system. Both the captain and myself had low time in the aircraft. Prevent low time pilots from landing into short runways until they are more familiar and comfortable with the aircraft.

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Original NASA ASRS Text

Title: A CE560 LNDG AT HTO, NY, LANDS FAST AND BLOWS A TIRE DURING THE LNDG ROLLOUT. ACFT SUFFERS FLAP DAMAGE AS IT HITS RWY LIGHTS DURING ITS RWY EXCURSION.

Narrative: C560 NIGHT VFR VISUAL APCH TO HTO ARPT WITH CALM WINDS. FLEW VISUAL L TFC TO INTERCEPT VASI TO TOUCHDOWN AT APPROX 1200 FT PAST RWY 10 TOUCHDOWN END. OVER APCH END AT REF +15 KTS AND NORMAL TOUCHDOWN AND MINIMAL FLOAT. APPLIED THRUST REVERSERS, BRAKES AND SPD BRAKES AND NOTICED NOT SLOWING APPRECIABLY. FO SUGGESTED GAR AT AROUND 1/2 WAY POINT OF RWY, THINKING I'M NOT USING FOOT BRAKES. I FELT MINIMAL BRAKING ACTION WAS OCCURRING BUT DECIDED TO STAY WITH THE ROLLOUT USING NORMAL BRAKE AND THRUST REVERSERS AND SPD BRAKES. AT ABOUT TXWY E AND APPROX 700 FT REMAINING, FO BEGINS APPLYING BRAKES AND I USE FULL THRUST REVERSING. ACFT BEGINS TO VEER L AND EXITS RWY ONTO GRASS COMING TO FULL STOP AT 90 DEGS TO RWY. EGRESS PAX AND NOTICE L WHEEL BLOWN AND RUBBER SKID ON RWY FROM TXWY E ON, THEN TIRE MARK APPEARS TO WOBBLE AS FROM FLAT TIRE CONDITION. WROTE UP ACFT AND CALL INTO COMPANY. DUTY DAY 16+ HRS -- TIRED. ANTISKID SYS FAILURE AND HARD BRAKE PEDAL RESULTED IN 20-30% OF BRAKE EFFECTIVENESS. FO NOTED LITTLE EFFECTIVENESS WITH HIS BRAKES. SEEMED TO HAVE CLR CASE OF BRAKE FAILURE. NO TIME FOR EMER BRAKE AS RWY IS 4242 FT LONG. TERMINATED FROM JOB. BRAKE PROBS KNOWN BY COMPANY AND CESSNA. NEED AIRWORTHINESS DIRECTIVE OR REVISED LNDG FIELD TILL PROB CORRECTED BY CESSNA MANUFACTURING AND COMPANY. SUPPLEMENTAL INFO FROM ACN 376726: WE COMPLETED THE APCH CHKLIST PASSING THROUGH APPROX 13000 FT. WE IDENTED THE ARPT APPROX 7-10 MI OUT. APCH APPROVED US TO CHANGE TO ADVISORY. WE MADE STANDARD CALLOUTS OF OVERHEAD, DOWNWIND, BASE, AND FINAL. WE EXTENDED APCH FLAPS BEFORE XING OVER THE ARPT. WE CROSSED OVER THE FIELD AT 1600 FT MSL, CHKED THE WINDSOCK, WINDS WERE CALM, AND ENTERED THE L DOWNWIND FOR RWY 10 AS BRIEFED EARLIER IN THE FLT. WE TURNED L BASE AND EXTENDED FULL FLAPS DOWN. AS WE TURNED FINAL AND ON FINAL, OUR AIRSPD SLOWED FROM VREF +40 KTS TO VREF +20 KTS. WE WERE SLIGHTLY HIGH ON THE VASI, BUT INTERCEPTED IT AT ABOUT A 3/4 TO A 1 MI FINAL. AT APPROX 100-150 FT ABOVE THE GND WE RETRACTED THE SPD BRAKES. WE CROSSED THE THRESHOLD AT APPROX VREF +15 KTS. WE TOUCHED DOWN APPROX 1500 FT TO 2000 FT DOWN THE RWY. WE EXTENDED THE SPD BRAKES, DEPLOYED THE THRUST REVERSERS, AND TRIED TO BRAKE. THERE WAS LITTLE OR NO BRAKES AVAILABLE. I TRIED THE BRAKES ON MY SIDE WHICH SOMEHOW LOCKED UP THE L MAIN TIRE. THE ACFT, C560, HAS ANTI-LOCK BRAKES AND WE HAD NO INDICATION OF ANY FAILURE BY THE ANNUNCIATOR LIGHTS. THE L MAIN TIRE BLEW OUT AND THE ACFT STARTED LOSING DIRECTIONAL CTL. WE WERE ABLE TO MAINTAIN THE ACFT ON THE RWY BUT RAN OFF THE END OF THE RWY AT APPROX 30-40 KTS. THE ACFT STOPPED SIDEWAYS OFF THE END OF THE RWY AT APPROX 330 FT. WE HAD VERY LITTLE TO NO TIME TO TRY EMER BRAKING GIVEN THAT THE RWY WAS ONLY 4242 FT LONG. WE SHUT THE ENGS DOWN AND EVACED THE 2 PAX. NO ONE WAS HURT OR INJURED. TO MY KNOWLEDGE THE ONLY DAMAGE WAS A L BLOWN MAIN TIRE AND 2 INBOARD FLAPS WHICH HIT 2 THRESHOLD LIGHTS AT THE END. WE ALSO HAD AN INOP BRAKE AND ANTI- SKID SYS. BOTH THE CAPT AND MYSELF HAD LOW TIME IN THE ACFT. PREVENT LOW TIME PLTS FROM LNDG INTO SHORT RWYS UNTIL THEY ARE MORE FAMILIAR AND COMFORTABLE WITH THE ACFT.

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.