Narrative:

During takeoff roll in VMC, just after the 100 KT verbal call (and prior to V1), the aircraft experienced a slight 'pull' to the right. It felt exactly like a minor brake application. The aircraft slightly decelerated then increased momentum. The captain called 'abort' and performed a flawless rejected takeoff resulting in no damage, hot brakes, nor passenger evacuate/evacuation. Later examination by maintenance uncovered a right main hydraulic line which separated causing the right main inboard tire to 'lock'. Occurring at high speed, the tire failure gave a very insidious lack of a hard pull, noise or airframe vibration. Happening at high speed, the captain rightfully made an actual 'split second' decision with minimal input, simulator training for every aircraft I've flown simulates high speed tire failure by a hard pull, loud noise, engine failure, and medium to severe airframe vibration. This is understandable due to simulator limits and chkride requirements. After this occurrence, I wonder if operators should be informed that high speed brake 'lock-up' (depending on aircraft type) could result in airframe indications not related to simulator training scenarios? Callback conversation with reporter revealed the following information: the cause of the line failure was not known. It was pointed out to the crew that if the line fails to either brake, that associated brake will lock much as the air brake on the trailer for a semi truck will do if it loses air pressure. In this case the wheel did lock. The tire went flat on the bottom, eventually losing its inflation. The remaining tire on the truck remained inflated and usable.

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Original NASA ASRS Text

Title: A CL65 PLT, AFTER EXPERIENCING A HIGH SPD REJECTED TKOF DUE TO A HYD LINE FAILURE, SUGGESTS THAT THE USUAL TRAINING SCENARIO FOR THIS TYPE OF FAILURE MAY BE FLAWED DUE TO SIMULATOR LIMITS.

Narrative: DURING TKOF ROLL IN VMC, JUST AFTER THE 100 KT VERBAL CALL (AND PRIOR TO V1), THE ACFT EXPERIENCED A SLIGHT 'PULL' TO THE R. IT FELT EXACTLY LIKE A MINOR BRAKE APPLICATION. THE ACFT SLIGHTLY DECELERATED THEN INCREASED MOMENTUM. THE CAPT CALLED 'ABORT' AND PERFORMED A FLAWLESS REJECTED TKOF RESULTING IN NO DAMAGE, HOT BRAKES, NOR PAX EVAC. LATER EXAMINATION BY MAINT UNCOVERED A R MAIN HYD LINE WHICH SEPARATED CAUSING THE R MAIN INBOARD TIRE TO 'LOCK'. OCCURRING AT HIGH SPD, THE TIRE FAILURE GAVE A VERY INSIDIOUS LACK OF A HARD PULL, NOISE OR AIRFRAME VIBRATION. HAPPENING AT HIGH SPD, THE CAPT RIGHTFULLY MADE AN ACTUAL 'SPLIT SECOND' DECISION WITH MINIMAL INPUT, SIMULATOR TRAINING FOR EVERY ACFT I'VE FLOWN SIMULATES HIGH SPD TIRE FAILURE BY A HARD PULL, LOUD NOISE, ENG FAILURE, AND MEDIUM TO SEVERE AIRFRAME VIBRATION. THIS IS UNDERSTANDABLE DUE TO SIMULATOR LIMITS AND CHKRIDE REQUIREMENTS. AFTER THIS OCCURRENCE, I WONDER IF OPERATORS SHOULD BE INFORMED THAT HIGH SPD BRAKE 'LOCK-UP' (DEPENDING ON ACFT TYPE) COULD RESULT IN AIRFRAME INDICATIONS NOT RELATED TO SIMULATOR TRAINING SCENARIOS? CALLBACK CONVERSATION WITH RPTR REVEALED THE FOLLOWING INFO: THE CAUSE OF THE LINE FAILURE WAS NOT KNOWN. IT WAS POINTED OUT TO THE CREW THAT IF THE LINE FAILS TO EITHER BRAKE, THAT ASSOCIATED BRAKE WILL LOCK MUCH AS THE AIR BRAKE ON THE TRAILER FOR A SEMI TRUCK WILL DO IF IT LOSES AIR PRESSURE. IN THIS CASE THE WHEEL DID LOCK. THE TIRE WENT FLAT ON THE BOTTOM, EVENTUALLY LOSING ITS INFLATION. THE REMAINING TIRE ON THE TRUCK REMAINED INFLATED AND USABLE.

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.