Narrative:

Flew a normal ILS visual approach to runway 22 lga. Due to a slight tailwind, ie, 340 degrees at 6 KTS and 7000 ft of runway, 40 departures flaps, and medium autobrakes were selected for landing. The performance manual was consulted to determine our maximum landing weight for the usable runway and crosswind condition. It was determined by me that our 114000 pound landing weight was well within the authority/authorized usable runway weights of 165100 pounds dry and 136500 pounds wet minus 3000 pounds per KT, ie, 3 KT tailwind component. The copilot flew the approach and landing to a normal but slightly firm landing. On landing, the autobrakes engaged abruptly and continued normally until released by the copilot. The aircraft appeared to decelerate normally and I was given the aircraft to turn off the runway. The aircraft appeared to be taxiing normally except the left brakes were excessively touchy. It was noted by me that the brake temperature was abnormally high at 190-200 degrees for a normal landing using medium brakes. Upon taxiing into the ramp, a passing air carrier aircraft reported to ground they thought we had a shredded right main tire. Ramp was informed to have aircraft maintenance meet the aircraft and we parked uneventfully at gate. After shutdown we went with aircraft maintenance and inspected the right main landing. Aircraft maintenance upon inspection reported to me that we had an antiskid failure on the #3 main and that this caused the tire to blow. All appropriate log entries were made and the aircraft was turned over to aircraft maintenance.

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Original NASA ASRS Text

Title: AN S80 BLOWS A R TIRE UPON LNDG AT LGA, NY. MAINT FINDS AN ANTISKID SYS THAT HAD MALFUNCTIONED.

Narrative: FLEW A NORMAL ILS VISUAL APCH TO RWY 22 LGA. DUE TO A SLIGHT TAILWIND, IE, 340 DEGS AT 6 KTS AND 7000 FT OF RWY, 40 DEPS FLAPS, AND MEDIUM AUTOBRAKES WERE SELECTED FOR LNDG. THE PERFORMANCE MANUAL WAS CONSULTED TO DETERMINE OUR MAX LNDG WT FOR THE USABLE RWY AND XWIND CONDITION. IT WAS DETERMINED BY ME THAT OUR 114000 LB LNDG WT WAS WELL WITHIN THE AUTH USABLE RWY WTS OF 165100 LBS DRY AND 136500 LBS WET MINUS 3000 LBS PER KT, IE, 3 KT TAILWIND COMPONENT. THE COPLT FLEW THE APCH AND LNDG TO A NORMAL BUT SLIGHTLY FIRM LNDG. ON LNDG, THE AUTOBRAKES ENGAGED ABRUPTLY AND CONTINUED NORMALLY UNTIL RELEASED BY THE COPLT. THE ACFT APPEARED TO DECELERATE NORMALLY AND I WAS GIVEN THE ACFT TO TURN OFF THE RWY. THE ACFT APPEARED TO BE TAXIING NORMALLY EXCEPT THE L BRAKES WERE EXCESSIVELY TOUCHY. IT WAS NOTED BY ME THAT THE BRAKE TEMP WAS ABNORMALLY HIGH AT 190-200 DEGS FOR A NORMAL LNDG USING MEDIUM BRAKES. UPON TAXIING INTO THE RAMP, A PASSING ACR ACFT RPTED TO GND THEY THOUGHT WE HAD A SHREDDED R MAIN TIRE. RAMP WAS INFORMED TO HAVE ACFT MAINT MEET THE ACFT AND WE PARKED UNEVENTFULLY AT GATE. AFTER SHUTDOWN WE WENT WITH ACFT MAINT AND INSPECTED THE R MAIN LNDG. ACFT MAINT UPON INSPECTION RPTED TO ME THAT WE HAD AN ANTISKID FAILURE ON THE #3 MAIN AND THAT THIS CAUSED THE TIRE TO BLOW. ALL APPROPRIATE LOG ENTRIES WERE MADE AND THE ACFT WAS TURNED OVER TO ACFT MAINT.

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.