Narrative:

Jul/xa/01, XA50Z at pbi airport. WX was approximately 60 broken, 150 broken, 270 degrees at 5 mi, 75 degrres F. Aircraft was a lear 35A. Upon completion of a stabilized ILS runway 27R approach to a normal touchdown at vref of 128 KTS on runway 27R at pbi, the nose of the aircraft began to track to the left with neutral rudder employment. I countered this movement with increasing right rudder, but the nose continued to track to the left. Upon application of right brake, the nose of the aircraft tracked back to the right. After easing off the right rudder and brake, trying not to over-control, the aircraft nose tracked back to the left. Using differential braking and rudder control, it was difficult keeping the aircraft heading down the runway and staying on the runway surface. At approximately 20-25 KTS, with right rudder deflection and right braking applied to keep the aircraft in the runway boundaries, the nose of the aircraft started tracking right and entered a right clockwise skidding turn. The aircraft came to a complete stop, in the middle of the runway, after a skidded turn of approximately 220-250 degrees. The aircraft was facing directly into taxiway F after all movement stopped. The aircraft commander felt that it was safe to taxi the aircraft clear of the active runway and to parking at the FBO. Upon inspection of the aircraft, it was found that the left outboard tire had blown and the left inboard tire was intact, but had cords showing and a large amount of wear from the skidded turn. The right main tires showed some adverse wear from the skidded turn but did not seem to be overly damaged. The nose gear, also, showed signs of adverse wear from the skidded turn, but no flat spots or cords could be seen upon inspection. There was no other apparent or visible damage to the aircraft. There were no apparent engine malfunctions on landing and the aircraft does not incorporate thrust reversers. Believed cause of occurrence: from my feel of the controls and movement of the aircraft, I feel that the left main tire and brake system had either locked up or was heavily dragging shortly after touchdown. The aircraft antiskid system was engaged and gave no fault indications. With the aircraft pulling to the left and the subsequent rudder and brake application it was very difficult to maintain directional control of the aircraft at high speed. Other factors that could have contributed to the directional control and skidding turn, in my opinion, were the large buildup of rubber on the landing runway, and the runway being damp or slightly wet at time of touchdown. Prevention of a recurrence: I believe the aircraft's brake, tire and antiskid system should be fully inspected and tested prior to release of this aircraft for further flight. Also, I recommend that runway 27R at pbi be cleaned of all excess rubber buildup.

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Original NASA ASRS Text

Title: LJ35 CREW HAD ACFT DIRECTIONAL CTL PROBS ON THE RWY AFTER LNDG.

Narrative: JUL/XA/01, XA50Z AT PBI ARPT. WX WAS APPROX 60 BROKEN, 150 BROKEN, 270 DEGS AT 5 MI, 75 DEGRRES F. ACFT WAS A LEAR 35A. UPON COMPLETION OF A STABILIZED ILS RWY 27R APCH TO A NORMAL TOUCHDOWN AT VREF OF 128 KTS ON RWY 27R AT PBI, THE NOSE OF THE ACFT BEGAN TO TRACK TO THE L WITH NEUTRAL RUDDER EMPLOYMENT. I COUNTERED THIS MOVEMENT WITH INCREASING R RUDDER, BUT THE NOSE CONTINUED TO TRACK TO THE L. UPON APPLICATION OF R BRAKE, THE NOSE OF THE ACFT TRACKED BACK TO THE R. AFTER EASING OFF THE R RUDDER AND BRAKE, TRYING NOT TO OVER-CTL, THE ACFT NOSE TRACKED BACK TO THE L. USING DIFFERENTIAL BRAKING AND RUDDER CTL, IT WAS DIFFICULT KEEPING THE ACFT HDG DOWN THE RWY AND STAYING ON THE RWY SURFACE. AT APPROX 20-25 KTS, WITH R RUDDER DEFLECTION AND R BRAKING APPLIED TO KEEP THE ACFT IN THE RWY BOUNDARIES, THE NOSE OF THE ACFT STARTED TRACKING R AND ENTERED A R CLOCKWISE SKIDDING TURN. THE ACFT CAME TO A COMPLETE STOP, IN THE MIDDLE OF THE RWY, AFTER A SKIDDED TURN OF APPROX 220-250 DEGS. THE ACFT WAS FACING DIRECTLY INTO TXWY F AFTER ALL MOVEMENT STOPPED. THE ACFT COMMANDER FELT THAT IT WAS SAFE TO TAXI THE ACFT CLR OF THE ACTIVE RWY AND TO PARKING AT THE FBO. UPON INSPECTION OF THE ACFT, IT WAS FOUND THAT THE L OUTBOARD TIRE HAD BLOWN AND THE L INBOARD TIRE WAS INTACT, BUT HAD CORDS SHOWING AND A LARGE AMOUNT OF WEAR FROM THE SKIDDED TURN. THE R MAIN TIRES SHOWED SOME ADVERSE WEAR FROM THE SKIDDED TURN BUT DID NOT SEEM TO BE OVERLY DAMAGED. THE NOSE GEAR, ALSO, SHOWED SIGNS OF ADVERSE WEAR FROM THE SKIDDED TURN, BUT NO FLAT SPOTS OR CORDS COULD BE SEEN UPON INSPECTION. THERE WAS NO OTHER APPARENT OR VISIBLE DAMAGE TO THE ACFT. THERE WERE NO APPARENT ENG MALFUNCTIONS ON LNDG AND THE ACFT DOES NOT INCORPORATE THRUST REVERSERS. BELIEVED CAUSE OF OCCURRENCE: FROM MY FEEL OF THE CTLS AND MOVEMENT OF THE ACFT, I FEEL THAT THE L MAIN TIRE AND BRAKE SYS HAD EITHER LOCKED UP OR WAS HEAVILY DRAGGING SHORTLY AFTER TOUCHDOWN. THE ACFT ANTISKID SYS WAS ENGAGED AND GAVE NO FAULT INDICATIONS. WITH THE ACFT PULLING TO THE L AND THE SUBSEQUENT RUDDER AND BRAKE APPLICATION IT WAS VERY DIFFICULT TO MAINTAIN DIRECTIONAL CTL OF THE ACFT AT HIGH SPD. OTHER FACTORS THAT COULD HAVE CONTRIBUTED TO THE DIRECTIONAL CTL AND SKIDDING TURN, IN MY OPINION, WERE THE LARGE BUILDUP OF RUBBER ON THE LNDG RWY, AND THE RWY BEING DAMP OR SLIGHTLY WET AT TIME OF TOUCHDOWN. PREVENTION OF A RECURRENCE: I BELIEVE THE ACFT'S BRAKE, TIRE AND ANTISKID SYS SHOULD BE FULLY INSPECTED AND TESTED PRIOR TO RELEASE OF THIS ACFT FOR FURTHER FLT. ALSO, I RECOMMEND THAT RWY 27R AT PBI BE CLEANED OF ALL EXCESS RUBBER BUILDUP.

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.