Narrative:

In sum: the aircraft landed in ZZZ and developed hot #1 and #2 brake assemblies (right side normal) for no apparent reasons. The left engine thrust reverser was on MEL. The previous flight crew had rolled to the runway end and reported the brakes operated normally. The hot brakes (approximately 390 degrees) were entered in the logbook and company maintenance control contacted. A contract maintenance mechanic completed a brake inspection checklist that revealed no problems with the brake or wheel assemblies -- no evidence of leaking, lockup, or dragging, as per mechanic. The mechanic signed off on the logbook. A fan was put on the brakes to cool them and the left brake assembly indicated about 170-180 degrees at the time of pushback. During preflight, the antiskid tested normally and on taxi to the runway, brake operations were normal. At departure, the brake temperature was about 160 degrees. The copilot was flying and to us all system (at takeoff, in-flight, and on approach at destination) were normal. During landing, we only used the right engine idle reverse (left reverser on MEL). The copilot said he sensed something different shortly after touchdown. There was a slight vibration at first that increased as we got slower. A significant vibration had developed by 2/3 of the landing roll. I took control of the aircraft and noted that directional control was not difficult, as it had not been for the copilot. As I initiated a turn to exit the runway, the red unsafe indication of the left main gear illuminated. The aircraft was stopped and the checklist run. No evacuate/evacuation was commanded. Both left main landing gear tires blew. The passenger were bused to the terminal.

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Original NASA ASRS Text

Title: THE MD80 DEVELOPED L STRUT HOT BRAKES ON THE PREVIOUS LNDG BUT MAINT FOUND NO DISCREPANCIES. ON THE NEXT LNDG, A SIGNIFICANT VIBRATION DEVELOPED ON LNDG AND BOTH L MAIN TIRES BLEW. THE ACFT WAS NOT EVACED.

Narrative: IN SUM: THE ACFT LANDED IN ZZZ AND DEVELOPED HOT #1 AND #2 BRAKE ASSEMBLIES (R SIDE NORMAL) FOR NO APPARENT REASONS. THE L ENG THRUST REVERSER WAS ON MEL. THE PREVIOUS FLT CREW HAD ROLLED TO THE RWY END AND RPTED THE BRAKES OPERATED NORMALLY. THE HOT BRAKES (APPROX 390 DEGS) WERE ENTERED IN THE LOGBOOK AND COMPANY MAINT CTL CONTACTED. A CONTRACT MAINT MECH COMPLETED A BRAKE INSPECTION CHKLIST THAT REVEALED NO PROBS WITH THE BRAKE OR WHEEL ASSEMBLIES -- NO EVIDENCE OF LEAKING, LOCKUP, OR DRAGGING, AS PER MECH. THE MECH SIGNED OFF ON THE LOGBOOK. A FAN WAS PUT ON THE BRAKES TO COOL THEM AND THE L BRAKE ASSEMBLY INDICATED ABOUT 170-180 DEGS AT THE TIME OF PUSHBACK. DURING PREFLT, THE ANTISKID TESTED NORMALLY AND ON TAXI TO THE RWY, BRAKE OPS WERE NORMAL. AT DEP, THE BRAKE TEMP WAS ABOUT 160 DEGS. THE COPLT WAS FLYING AND TO US ALL SYS (AT TKOF, INFLT, AND ON APCH AT DEST) WERE NORMAL. DURING LNDG, WE ONLY USED THE R ENG IDLE REVERSE (L REVERSER ON MEL). THE COPLT SAID HE SENSED SOMETHING DIFFERENT SHORTLY AFTER TOUCHDOWN. THERE WAS A SLIGHT VIBRATION AT FIRST THAT INCREASED AS WE GOT SLOWER. A SIGNIFICANT VIBRATION HAD DEVELOPED BY 2/3 OF THE LNDG ROLL. I TOOK CTL OF THE ACFT AND NOTED THAT DIRECTIONAL CTL WAS NOT DIFFICULT, AS IT HAD NOT BEEN FOR THE COPLT. AS I INITIATED A TURN TO EXIT THE RWY, THE RED UNSAFE INDICATION OF THE L MAIN GEAR ILLUMINATED. THE ACFT WAS STOPPED AND THE CHKLIST RUN. NO EVAC WAS COMMANDED. BOTH L MAIN LNDG GEAR TIRES BLEW. THE PAX WERE BUSED TO THE TERMINAL.

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.