Narrative:

This was the first flight after aircraft came out of maintenance. The throttle was sticking slightly; but seemed within limits and controllable. On the first takeoff run; the door (copilot's side) popped open and I instructed the pilot (who is transitioning into this airplane; a BE35) to abort the takeoff. We cleared runway xxr at ZZZ; stopped; secured the door; and taxied back for takeoff. Upon reaching the hold line for runway xxr; the pilot was unable to stop the airplane. (This airplane does not have brakes on the copilot side.) pilot's l-hand brake seemed to function; but pilot's r-hand brake did not. We rolled out onto the active runway; and had some trouble turning the airplane around to turn off the runway. Upon exiting the runway; the airplane crossed over the runway xxr run-up area and was partially in the gravel. We were able to get the airplane under control and taxied the airplane back for maintenance. There were no further incidences during taxi back to maintenance. Upon securing the airplane; I checked the hydraulic fluid level and found it to be full. In my estimation; the brakes had become overheated during the aborted takeoff. The aircraft was left for maintenance and has not been flown between the time of the incident and the submission of this report. As CFI; I allowed the transition pilot to taxi too fast initially; I should have corrected him on first taxi out. I also did not personally manipulate the throttle but relied upon his judgement that throttle response was normal. (The airplane had been returned to maintenance after an earlier flight due to a sticking throttle.) the runway incursion was most probably due to excessive taxi speed; poor low-end throttle response; overheated brakes following an aborted takeoff; and not testing the brakes following the aborted takeoff.

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Original NASA ASRS Text

Title: A BE35 ON A TEST/INSTRUCTIONAL FLT ABORTED ITS FIRST POST MAINT TEST FLT. ON TAXI BACK THE BRAKES BECAME OVER HEATED PREVENTING IT FROM STOPPING SHORT OF THE RWY.

Narrative: THIS WAS THE FIRST FLT AFTER ACFT CAME OUT OF MAINT. THE THROTTLE WAS STICKING SLIGHTLY; BUT SEEMED WITHIN LIMITS AND CONTROLLABLE. ON THE FIRST TKOF RUN; THE DOOR (COPLT'S SIDE) POPPED OPEN AND I INSTRUCTED THE PLT (WHO IS TRANSITIONING INTO THIS AIRPLANE; A BE35) TO ABORT THE TKOF. WE CLRED RWY XXR AT ZZZ; STOPPED; SECURED THE DOOR; AND TAXIED BACK FOR TKOF. UPON REACHING THE HOLD LINE FOR RWY XXR; THE PLT WAS UNABLE TO STOP THE AIRPLANE. (THIS AIRPLANE DOES NOT HAVE BRAKES ON THE COPLT SIDE.) PLT'S L-HAND BRAKE SEEMED TO FUNCTION; BUT PLT'S R-HAND BRAKE DID NOT. WE ROLLED OUT ONTO THE ACTIVE RWY; AND HAD SOME TROUBLE TURNING THE AIRPLANE AROUND TO TURN OFF THE RWY. UPON EXITING THE RWY; THE AIRPLANE CROSSED OVER THE RWY XXR RUN-UP AREA AND WAS PARTIALLY IN THE GRAVEL. WE WERE ABLE TO GET THE AIRPLANE UNDER CTL AND TAXIED THE AIRPLANE BACK FOR MAINT. THERE WERE NO FURTHER INCIDENCES DURING TAXI BACK TO MAINT. UPON SECURING THE AIRPLANE; I CHKED THE HYD FLUID LEVEL AND FOUND IT TO BE FULL. IN MY ESTIMATION; THE BRAKES HAD BECOME OVERHEATED DURING THE ABORTED TKOF. THE ACFT WAS LEFT FOR MAINT AND HAS NOT BEEN FLOWN BTWN THE TIME OF THE INCIDENT AND THE SUBMISSION OF THIS RPT. AS CFI; I ALLOWED THE TRANSITION PLT TO TAXI TOO FAST INITIALLY; I SHOULD HAVE CORRECTED HIM ON FIRST TAXI OUT. I ALSO DID NOT PERSONALLY MANIPULATE THE THROTTLE BUT RELIED UPON HIS JUDGEMENT THAT THROTTLE RESPONSE WAS NORMAL. (THE AIRPLANE HAD BEEN RETURNED TO MAINT AFTER AN EARLIER FLT DUE TO A STICKING THROTTLE.) THE RWY INCURSION WAS MOST PROBABLY DUE TO EXCESSIVE TAXI SPD; POOR LOW-END THROTTLE RESPONSE; OVERHEATED BRAKES FOLLOWING AN ABORTED TKOF; AND NOT TESTING THE BRAKES FOLLOWING THE ABORTED TKOF.

Data retrieved from NASA's ASRS site as of May 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.