Narrative:

I was returning the aircraft to our home base C65. I received the current AWOS from sbn giving the winds 340 degrees at 15 KTS and gusting and elected to land on runway 28 at C65. Being familiar with the local problem of erratic windshear effect from tall trees paralleling the runway; I chose vref +10 KTS for my approach speed as I had many times before. As I touched down I encountered a positive rather than the anticipated negative windshear. Due to the erratic xctling required by the gusting crosswind conditions; I was slow to activate the speed brakes. This; and the fact that I was without passenger; not much fuel; and the +10 KTS reference speed; caused the reversers to be slow in deploying due to the main gear controling squat switch not being activated. As soon as the reversers deployed; I applied the brakes to use differential braking to help stabilize the landing roll and found that the pedals were up hard; but that I had no braking effect at all! As I was still xctling; and with reverse activated; I tried to hold the aircraft on the center of the runway. I then reached for the emergency brake handle; leaving control of the reversers; and started a smooth pull on the handle. The aircraft started to dart to the left; so I had to release the brake handle and go back to the reversers for centerline control. Just about the time I had the aircraft stabilized on centerline; I ran out of the 4100 ft runway pavement onto the grass for about 100 ft and stopped. After reviewing this complete occurrence; I have learned very much and I think I have discovered some operational and safety hazards that need to be explored. 1) upon looking for the cause of the loss of braking; maintenance has found that the antiskid sensors were severely corroded and in almost 30 yrs had not been overhauled. When the sensor wiring connectors were being removed; the wires broke in two at the plugs and the connectors themselves were also severely corroded. 2) when the antiskid sensors are not operating normally; the sensors tell the hydraulic braking system there is a skidding wheel and automatically release the brake hydraulic pressure which results in the fully hard brake pedal with no braking effect I experienced. 3) the current C-551 checklist emergency/abnormal procedures under 'wheel brake failure' has two memory items only. 'Remove feet from pedals' and 'pull emergency brake handle as required.' nothing about selecting antiskid off. 4) in all my yrs of recurrent training; I have never been briefed on any brake failures due to antiskid problems or any simulator scenarios relating to anything but hydraulic brake failures. 5) in review of the cessna citation technical manual there is no mention of a brake failure with antiskid 'on' and a sequence given for switching antiskid 'off' and regaining normal brake operation.

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Original NASA ASRS Text

Title: CITATION CE551 PLT HAS A RWY EXCURSION DUE TO BRAKE MALFUNCTION.

Narrative: I WAS RETURNING THE ACFT TO OUR HOME BASE C65. I RECEIVED THE CURRENT AWOS FROM SBN GIVING THE WINDS 340 DEGS AT 15 KTS AND GUSTING AND ELECTED TO LAND ON RWY 28 AT C65. BEING FAMILIAR WITH THE LCL PROB OF ERRATIC WINDSHEAR EFFECT FROM TALL TREES PARALLELING THE RWY; I CHOSE VREF +10 KTS FOR MY APCH SPD AS I HAD MANY TIMES BEFORE. AS I TOUCHED DOWN I ENCOUNTERED A POSITIVE RATHER THAN THE ANTICIPATED NEGATIVE WINDSHEAR. DUE TO THE ERRATIC XCTLING REQUIRED BY THE GUSTING XWIND CONDITIONS; I WAS SLOW TO ACTIVATE THE SPD BRAKES. THIS; AND THE FACT THAT I WAS WITHOUT PAX; NOT MUCH FUEL; AND THE +10 KTS REF SPD; CAUSED THE REVERSERS TO BE SLOW IN DEPLOYING DUE TO THE MAIN GEAR CTLING SQUAT SWITCH NOT BEING ACTIVATED. AS SOON AS THE REVERSERS DEPLOYED; I APPLIED THE BRAKES TO USE DIFFERENTIAL BRAKING TO HELP STABILIZE THE LNDG ROLL AND FOUND THAT THE PEDALS WERE UP HARD; BUT THAT I HAD NO BRAKING EFFECT AT ALL! AS I WAS STILL XCTLING; AND WITH REVERSE ACTIVATED; I TRIED TO HOLD THE ACFT ON THE CTR OF THE RWY. I THEN REACHED FOR THE EMER BRAKE HANDLE; LEAVING CTL OF THE REVERSERS; AND STARTED A SMOOTH PULL ON THE HANDLE. THE ACFT STARTED TO DART TO THE L; SO I HAD TO RELEASE THE BRAKE HANDLE AND GO BACK TO THE REVERSERS FOR CTRLINE CTL. JUST ABOUT THE TIME I HAD THE ACFT STABILIZED ON CTRLINE; I RAN OUT OF THE 4100 FT RWY PAVEMENT ONTO THE GRASS FOR ABOUT 100 FT AND STOPPED. AFTER REVIEWING THIS COMPLETE OCCURRENCE; I HAVE LEARNED VERY MUCH AND I THINK I HAVE DISCOVERED SOME OPERATIONAL AND SAFETY HAZARDS THAT NEED TO BE EXPLORED. 1) UPON LOOKING FOR THE CAUSE OF THE LOSS OF BRAKING; MAINT HAS FOUND THAT THE ANTISKID SENSORS WERE SEVERELY CORRODED AND IN ALMOST 30 YRS HAD NOT BEEN OVERHAULED. WHEN THE SENSOR WIRING CONNECTORS WERE BEING REMOVED; THE WIRES BROKE IN TWO AT THE PLUGS AND THE CONNECTORS THEMSELVES WERE ALSO SEVERELY CORRODED. 2) WHEN THE ANTISKID SENSORS ARE NOT OPERATING NORMALLY; THE SENSORS TELL THE HYD BRAKING SYS THERE IS A SKIDDING WHEEL AND AUTOMATICALLY RELEASE THE BRAKE HYD PRESSURE WHICH RESULTS IN THE FULLY HARD BRAKE PEDAL WITH NO BRAKING EFFECT I EXPERIENCED. 3) THE CURRENT C-551 CHKLIST EMER/ABNORMAL PROCS UNDER 'WHEEL BRAKE FAILURE' HAS TWO MEMORY ITEMS ONLY. 'REMOVE FEET FROM PEDALS' AND 'PULL EMER BRAKE HANDLE AS REQUIRED.' NOTHING ABOUT SELECTING ANTISKID OFF. 4) IN ALL MY YRS OF RECURRENT TRAINING; I HAVE NEVER BEEN BRIEFED ON ANY BRAKE FAILURES DUE TO ANTISKID PROBS OR ANY SIMULATOR SCENARIOS RELATING TO ANYTHING BUT HYD BRAKE FAILURES. 5) IN REVIEW OF THE CESSNA CITATION TECHNICAL MANUAL THERE IS NO MENTION OF A BRAKE FAILURE WITH ANTISKID 'ON' AND A SEQUENCE GIVEN FOR SWITCHING ANTISKID 'OFF' AND REGAINING NORMAL BRAKE OP.

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.