Narrative:

The flight was cleared to land from a visual approach to runway 36R and mem at about XA50. The WX was day VMC with visibility better than 6 mi and the winds 030 degrees and variable from 5-10 KTS as tower reported to us on short final. The approach was SOP and uneventful with a vapp of +/-5 KTS and flaps 45 degrees. The touchdown to runway 36R was standard up until shortly after the nosewheel made contact with the runway. At that point, the aircraft started to veer off centerline. I maintained centerline with the runway using all available means. The aircraft came to rest on the runway centerline without further incident. Once stopped, I applied the emergency brake and began to secure the aircraft initiating the shutdown checklist. Mem tower immediately contacted us stating that it appeared that we blew some tiers. I asked tower if there was any signs of smoke or fire. Tower relayed that there was no smoke or apparent signs of a fire, and this statement was confirmed by an air carrier Y flight holding short of runway 36R. Tower advised us that the emergency equipment was already dispatched, and asked our intentions. First officer and I discussed the feasibility of an evacuate/evacuation, but we concluded that an evacuate/evacuation onto the runway environment without the danger of fire would be unwarranted. I transmitted to tower that I would prefer to leave the passenger on board if there was no indication of fire or smoke. I contacted the flight attendant and asked her about the condition of the cabin. She stated to me that everyone was fine. I made a brief announcement concerning the status of our flight to the passenger and then proceeded to open the main cabin door to assure myself that there was no unforeseen danger to the passenger. By this time, the emergency vehicles were at the scene to assess the situation. An airport shuttle arrived shortly after to transport the passenger to the terminal. There were no passenger injuries reported to the crew. As per the operations manager at mem, due to the nature of the occurrence, neither the FAA nor the NTSB was notified. There are no other facts I can report concerning flight. Callback conversation with reporter revealed the following information: the reporter stated the cause of the veering to the right and blown main tires is still under study. The reporter said during the review board hearing it was pointed out the braking control is all electrical and this airplane had been struck by lightning 3 times in the last 90 days. The reporter stated some wire or wheel sensor damage may have happened. The reporter stated maintenance suspected the emergency brake was on, but no cockpit emergency brake warnings were observed. The reporter said the digital flight data recorder was checked and had no record of emergency brake pressures or input.

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Original NASA ASRS Text

Title: AN EMBRAER 145 ON LNDG ROLLOUT HAD THE AIRPLANE VEER TO THE R AND BLOW MAIN TIRES. CAUSE UNKNOWN.

Narrative: THE FLT WAS CLRED TO LAND FROM A VISUAL APCH TO RWY 36R AND MEM AT ABOUT XA50. THE WX WAS DAY VMC WITH VISIBILITY BETTER THAN 6 MI AND THE WINDS 030 DEGS AND VARIABLE FROM 5-10 KTS AS TWR RPTED TO US ON SHORT FINAL. THE APCH WAS SOP AND UNEVENTFUL WITH A VAPP OF +/-5 KTS AND FLAPS 45 DEGS. THE TOUCHDOWN TO RWY 36R WAS STANDARD UP UNTIL SHORTLY AFTER THE NOSEWHEEL MADE CONTACT WITH THE RWY. AT THAT POINT, THE ACFT STARTED TO VEER OFF CTRLINE. I MAINTAINED CTRLINE WITH THE RWY USING ALL AVAILABLE MEANS. THE ACFT CAME TO REST ON THE RWY CTRLINE WITHOUT FURTHER INCIDENT. ONCE STOPPED, I APPLIED THE EMER BRAKE AND BEGAN TO SECURE THE ACFT INITIATING THE SHUTDOWN CHKLIST. MEM TWR IMMEDIATELY CONTACTED US STATING THAT IT APPEARED THAT WE BLEW SOME TIERS. I ASKED TWR IF THERE WAS ANY SIGNS OF SMOKE OR FIRE. TWR RELAYED THAT THERE WAS NO SMOKE OR APPARENT SIGNS OF A FIRE, AND THIS STATEMENT WAS CONFIRMED BY AN ACR Y FLT HOLDING SHORT OF RWY 36R. TWR ADVISED US THAT THE EMER EQUIP WAS ALREADY DISPATCHED, AND ASKED OUR INTENTIONS. FO AND I DISCUSSED THE FEASIBILITY OF AN EVAC, BUT WE CONCLUDED THAT AN EVAC ONTO THE RWY ENVIRONMENT WITHOUT THE DANGER OF FIRE WOULD BE UNWARRANTED. I XMITTED TO TWR THAT I WOULD PREFER TO LEAVE THE PAX ON BOARD IF THERE WAS NO INDICATION OF FIRE OR SMOKE. I CONTACTED THE FLT ATTENDANT AND ASKED HER ABOUT THE CONDITION OF THE CABIN. SHE STATED TO ME THAT EVERYONE WAS FINE. I MADE A BRIEF ANNOUNCEMENT CONCERNING THE STATUS OF OUR FLT TO THE PAX AND THEN PROCEEDED TO OPEN THE MAIN CABIN DOOR TO ASSURE MYSELF THAT THERE WAS NO UNFORESEEN DANGER TO THE PAX. BY THIS TIME, THE EMER VEHICLES WERE AT THE SCENE TO ASSESS THE SIT. AN ARPT SHUTTLE ARRIVED SHORTLY AFTER TO TRANSPORT THE PAX TO THE TERMINAL. THERE WERE NO PAX INJURIES RPTED TO THE CREW. AS PER THE OPS MGR AT MEM, DUE TO THE NATURE OF THE OCCURRENCE, NEITHER THE FAA NOR THE NTSB WAS NOTIFIED. THERE ARE NO OTHER FACTS I CAN RPT CONCERNING FLT. CALLBACK CONVERSATION WITH RPTR REVEALED THE FOLLOWING INFO: THE RPTR STATED THE CAUSE OF THE VEERING TO THE R AND BLOWN MAIN TIRES IS STILL UNDER STUDY. THE RPTR SAID DURING THE REVIEW BOARD HEARING IT WAS POINTED OUT THE BRAKING CTL IS ALL ELECTRICAL AND THIS AIRPLANE HAD BEEN STRUCK BY LIGHTNING 3 TIMES IN THE LAST 90 DAYS. THE RPTR STATED SOME WIRE OR WHEEL SENSOR DAMAGE MAY HAVE HAPPENED. THE RPTR STATED MAINT SUSPECTED THE EMER BRAKE WAS ON, BUT NO COCKPIT EMER BRAKE WARNINGS WERE OBSERVED. THE RPTR SAID THE DIGITAL FLT DATA RECORDER WAS CHKED AND HAD NO RECORD OF EMER BRAKE PRESSURES OR INPUT.

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.