Narrative:

Mr X and mr Y were employed to fly the CL600-2b19 acceptance flight test procedure in support of operations in ZZZ1. The flight was carried out in accordance with the acceptance flight test procedure with normal notes until after the landing at ZZZ. After an extremely soft landing; the aircraft had all 4 main wheel brakes locked and the wheels did not turn. Subsequently; all 4 main tires deflated and the wheels were damaged. There were no injuries; nor damage to any other part of the aircraft. There was no emergency egress; and an emergency was not declared. There were no abnormal indications in the cockpit prior to landing; nor during the rollout. The pilot stated that he was having a steering malfunction in the last part of the rollout; he selected maximum reverse and the aircraft came to a complete stop on the runway. The tower then said that they had seen a great deal of smoke and sparks from the landing. The copilot relayed to the tower that the crew was having trouble with the steering; and then said they were unable to move the aircraft. The copilot then requested that airport crash fire rescue equipment come to make a precautionary inspection of the aircraft. The engines were shut down and the hydraulics system were turned off. Of interest; the crew noticed that the brake temperature monitoring system indicators were displaying green and indicating: left outboard 2 or 70 degrees C; left inboard 1 or 35 degrees C; right inboard 1 or 35 degrees C; and right outboard 3 or 105 degrees C. Additionally; the flight crew noticed that the outboard brakes were continuing to hold hydraulic pressure of 4000 pounds per square inch until the maintenance technician 'pumped' the brake pressure down more than 2 hours after the shutdowns were completed. This item is noteworthy in that the parking brake was never on; and there was no pressure on the toe brakes; and that the hydraulic pumps had all been off for more than 2 hours. The aircraft was released to aircraft services and the crew returned to their hotel. Callback conversation with reporter revealed the following information: the reporter stated the following just by looking at the wheel and tire it is obvious the wheels never rotated but were locked solid on touchdown. The brake temperatures were all displaying green. The outboard brakes were showing greater than 4000 psi; greater than the normal 3000 psi. What is strange is it was hinted we landed with the toe brakes on; which was denied. Then later on the FAA; who initially wanted a statement from the flight crew; called and advised both crew members the case was closed and was classified as a mechanical failure. To this day neither the FAA investigator nor the operator would describe the mode of failure or the failed component. Callback conversation with reporter acn 689467 revealed the following information: the reporter stated the probable cause may have been a shuttle valve or a check valve in the brake system. Nobody told the flight crew any details on the findings of the investigation. The FAA investigator did advise both crew members the investigation was closed and findings were a mechanical failure but gave no details on the failed component. The operator; when asked about the failure mode; was close mouthed with no details. The reporter stated a printout of the fdr was obtained and showed 4200 psi on the outboard brakes way out of limits and stayed that way for several hours before bleeding down.

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Original NASA ASRS Text

Title: A CRJ200 ON A FLT TEST AND ON LNDG HAD ALL 4 MAIN TIRES LOCKED AND THE WHEELS DID NOT TURN. TIRES AND WHEELS INCURRED DAMAGE. NOSE GEAR STEERING ALSO FAILED.

Narrative: MR X AND MR Y WERE EMPLOYED TO FLY THE CL600-2B19 ACCEPTANCE FLT TEST PROC IN SUPPORT OF OPS IN ZZZ1. THE FLT WAS CARRIED OUT IN ACCORDANCE WITH THE ACCEPTANCE FLT TEST PROC WITH NORMAL NOTES UNTIL AFTER THE LNDG AT ZZZ. AFTER AN EXTREMELY SOFT LNDG; THE ACFT HAD ALL 4 MAIN WHEEL BRAKES LOCKED AND THE WHEELS DID NOT TURN. SUBSEQUENTLY; ALL 4 MAIN TIRES DEFLATED AND THE WHEELS WERE DAMAGED. THERE WERE NO INJURIES; NOR DAMAGE TO ANY OTHER PART OF THE ACFT. THERE WAS NO EMER EGRESS; AND AN EMER WAS NOT DECLARED. THERE WERE NO ABNORMAL INDICATIONS IN THE COCKPIT PRIOR TO LNDG; NOR DURING THE ROLLOUT. THE PLT STATED THAT HE WAS HAVING A STEERING MALFUNCTION IN THE LAST PART OF THE ROLLOUT; HE SELECTED MAX REVERSE AND THE ACFT CAME TO A COMPLETE STOP ON THE RWY. THE TWR THEN SAID THAT THEY HAD SEEN A GREAT DEAL OF SMOKE AND SPARKS FROM THE LNDG. THE COPLT RELAYED TO THE TWR THAT THE CREW WAS HAVING TROUBLE WITH THE STEERING; AND THEN SAID THEY WERE UNABLE TO MOVE THE ACFT. THE COPLT THEN REQUESTED THAT ARPT CFR COME TO MAKE A PRECAUTIONARY INSPECTION OF THE ACFT. THE ENGS WERE SHUT DOWN AND THE HYDS SYS WERE TURNED OFF. OF INTEREST; THE CREW NOTICED THAT THE BRAKE TEMP MONITORING SYS INDICATORS WERE DISPLAYING GREEN AND INDICATING: L OUTBOARD 2 OR 70 DEGS C; L INBOARD 1 OR 35 DEGS C; R INBOARD 1 OR 35 DEGS C; AND R OUTBOARD 3 OR 105 DEGS C. ADDITIONALLY; THE FLT CREW NOTICED THAT THE OUTBOARD BRAKES WERE CONTINUING TO HOLD HYD PRESSURE OF 4000 LBS PER SQUARE INCH UNTIL THE MAINT TECHNICIAN 'PUMPED' THE BRAKE PRESSURE DOWN MORE THAN 2 HRS AFTER THE SHUTDOWNS WERE COMPLETED. THIS ITEM IS NOTEWORTHY IN THAT THE PARKING BRAKE WAS NEVER ON; AND THERE WAS NO PRESSURE ON THE TOE BRAKES; AND THAT THE HYD PUMPS HAD ALL BEEN OFF FOR MORE THAN 2 HRS. THE ACFT WAS RELEASED TO ACFT SVCS AND THE CREW RETURNED TO THEIR HOTEL. CALLBACK CONVERSATION WITH RPTR REVEALED THE FOLLOWING INFO: THE RPTR STATED THE FOLLOWING JUST BY LOOKING AT THE WHEEL AND TIRE IT IS OBVIOUS THE WHEELS NEVER ROTATED BUT WERE LOCKED SOLID ON TOUCHDOWN. THE BRAKE TEMPS WERE ALL DISPLAYING GREEN. THE OUTBOARD BRAKES WERE SHOWING GREATER THAN 4000 PSI; GREATER THAN THE NORMAL 3000 PSI. WHAT IS STRANGE IS IT WAS HINTED WE LANDED WITH THE TOE BRAKES ON; WHICH WAS DENIED. THEN LATER ON THE FAA; WHO INITIALLY WANTED A STATEMENT FROM THE FLT CREW; CALLED AND ADVISED BOTH CREW MEMBERS THE CASE WAS CLOSED AND WAS CLASSIFIED AS A MECHANICAL FAILURE. TO THIS DAY NEITHER THE FAA INVESTIGATOR NOR THE OPERATOR WOULD DESCRIBE THE MODE OF FAILURE OR THE FAILED COMPONENT. CALLBACK CONVERSATION WITH RPTR ACN 689467 REVEALED THE FOLLOWING INFO: THE RPTR STATED THE PROBABLE CAUSE MAY HAVE BEEN A SHUTTLE VALVE OR A CHK VALVE IN THE BRAKE SYS. NOBODY TOLD THE FLT CREW ANY DETAILS ON THE FINDINGS OF THE INVESTIGATION. THE FAA INVESTIGATOR DID ADVISE BOTH CREW MEMBERS THE INVESTIGATION WAS CLOSED AND FINDINGS WERE A MECHANICAL FAILURE BUT GAVE NO DETAILS ON THE FAILED COMPONENT. THE OPERATOR; WHEN ASKED ABOUT THE FAILURE MODE; WAS CLOSE MOUTHED WITH NO DETAILS. THE RPTR STATED A PRINTOUT OF THE FDR WAS OBTAINED AND SHOWED 4200 PSI ON THE OUTBOARD BRAKES WAY OUT OF LIMITS AND STAYED THAT WAY FOR SEVERAL HRS BEFORE BLEEDING DOWN.

Data retrieved from NASA's ASRS site as of January 2009 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.