Narrative:

I was the captain and PF on air carrier flight XXX from iad to lyh on jun/fri/98. I was assisted by first officer YYY, the PNF. The aircraft was J32, #ZZZ. The flight departed iad on an IFR flight plan. On descent into lyh, center cleared us for the visual to runway 21 after we call the field in sight. We were handed off to lyh tower. Landing checks were completed and tower cleared us to land. When we were between 500-800 ft AGL, tower asked if we could make taxiway D for traffic, but stated it was not required. The first officer acknowledged the call. Landing was normal and in the touchdown zone. After the first officer called 2 betas lights, I went into reverse. Thereafter, I made an initial brake application and the aircraft pulled slightly to the right. I released the brakes and determined we would not be able to make the taxiway D turnoff. Upon further application of the brakes, the right brake appeared to lock and we veered more severely to the right. I was also applying left brake and left steer with the tiller in an attempt to counteract the veer to the right. However, there was no change in direction. I got on the brakes harder but could not stop before we left the runway surface. At this point I had to turn to the right to avoid hitting the taxiway sign. The aircraft came to a stop. I called for the emergency evacuate/evacuation memory items and set the parking brake. We called for the crash equipment. A jump-seating J32 captain came forward and said the back was secure and that he had the passenger under control. The first officer and I finished shutdown in the cockpit, and then he began to deplane the passenger. We deplaned the passenger and the first officer kept them together and off the runway. I returned to the cockpit and reviewed the QRH to make sure the necessary steps were complete. This also occurred after a 'reduced rest overnight.' callback conversation with reporter revealed the following information: the aircraft sustained no damage of any kind. The right tires were not blown nor were there any flat spots on them. The runway was dry. The captain reports, it is common knowledge on his airline that the BAE3201 aircraft has marginal to poor brakes. The most common problem is grabbing brakes. The captain attributes this to maintenance not providing any meaningful corrective action when brakes are written up for 'grabbing.' in fact, in this incident, even though the aircraft left the runway, maintenance only found the brake system 'ok for service.' the captain reported he completely released the right brake. Maximum braking on the left brake and appropriate nosewheel steering were unable to overcome the dragging right brake, which caused them to leave the runway.

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Original NASA ASRS Text

Title: BAE3201 CREW EXPERIENCED THE ACFT DEPART THE RWY WHEN THEY ATTEMPTED TO MAKE A RWY TURNOFF REQUESTED BY THE TWR.

Narrative: I WAS THE CAPT AND PF ON ACR FLT XXX FROM IAD TO LYH ON JUN/FRI/98. I WAS ASSISTED BY FO YYY, THE PNF. THE ACFT WAS J32, #ZZZ. THE FLT DEPARTED IAD ON AN IFR FLT PLAN. ON DSCNT INTO LYH, CTR CLRED US FOR THE VISUAL TO RWY 21 AFTER WE CALL THE FIELD IN SIGHT. WE WERE HANDED OFF TO LYH TWR. LNDG CHKS WERE COMPLETED AND TWR CLRED US TO LAND. WHEN WE WERE BTWN 500-800 FT AGL, TWR ASKED IF WE COULD MAKE TXWY D FOR TFC, BUT STATED IT WAS NOT REQUIRED. THE FO ACKNOWLEDGED THE CALL. LNDG WAS NORMAL AND IN THE TOUCHDOWN ZONE. AFTER THE FO CALLED 2 BETAS LIGHTS, I WENT INTO REVERSE. THEREAFTER, I MADE AN INITIAL BRAKE APPLICATION AND THE ACFT PULLED SLIGHTLY TO THE R. I RELEASED THE BRAKES AND DETERMINED WE WOULD NOT BE ABLE TO MAKE THE TXWY D TURNOFF. UPON FURTHER APPLICATION OF THE BRAKES, THE R BRAKE APPEARED TO LOCK AND WE VEERED MORE SEVERELY TO THE R. I WAS ALSO APPLYING L BRAKE AND L STEER WITH THE TILLER IN AN ATTEMPT TO COUNTERACT THE VEER TO THE R. HOWEVER, THERE WAS NO CHANGE IN DIRECTION. I GOT ON THE BRAKES HARDER BUT COULD NOT STOP BEFORE WE LEFT THE RWY SURFACE. AT THIS POINT I HAD TO TURN TO THE R TO AVOID HITTING THE TXWY SIGN. THE ACFT CAME TO A STOP. I CALLED FOR THE EMER EVAC MEMORY ITEMS AND SET THE PARKING BRAKE. WE CALLED FOR THE CRASH EQUIP. A JUMP-SEATING J32 CAPT CAME FORWARD AND SAID THE BACK WAS SECURE AND THAT HE HAD THE PAX UNDER CTL. THE FO AND I FINISHED SHUTDOWN IN THE COCKPIT, AND THEN HE BEGAN TO DEPLANE THE PAX. WE DEPLANED THE PAX AND THE FO KEPT THEM TOGETHER AND OFF THE RWY. I RETURNED TO THE COCKPIT AND REVIEWED THE QRH TO MAKE SURE THE NECESSARY STEPS WERE COMPLETE. THIS ALSO OCCURRED AFTER A 'REDUCED REST OVERNIGHT.' CALLBACK CONVERSATION WITH RPTR REVEALED THE FOLLOWING INFO: THE ACFT SUSTAINED NO DAMAGE OF ANY KIND. THE R TIRES WERE NOT BLOWN NOR WERE THERE ANY FLAT SPOTS ON THEM. THE RWY WAS DRY. THE CAPT RPTS, IT IS COMMON KNOWLEDGE ON HIS AIRLINE THAT THE BAE3201 ACFT HAS MARGINAL TO POOR BRAKES. THE MOST COMMON PROB IS GRABBING BRAKES. THE CAPT ATTRIBUTES THIS TO MAINT NOT PROVIDING ANY MEANINGFUL CORRECTIVE ACTION WHEN BRAKES ARE WRITTEN UP FOR 'GRABBING.' IN FACT, IN THIS INCIDENT, EVEN THOUGH THE ACFT LEFT THE RWY, MAINT ONLY FOUND THE BRAKE SYS 'OK FOR SVC.' THE CAPT RPTED HE COMPLETELY RELEASED THE R BRAKE. MAX BRAKING ON THE L BRAKE AND APPROPRIATE NOSEWHEEL STEERING WERE UNABLE TO OVERCOME THE DRAGGING R BRAKE, WHICH CAUSED THEM TO LEAVE THE RWY.

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.