Narrative:

The plane was flown into an overnight station two days prior to the current flight. Conditions upon arrival departure airport were 0 degrees C; winds 20; gusting to 30 knots and light snow. After landing; we received a flaps fail cas message; which resulted in the plane being down for maintenance the entire following day where conditions were much the same. Forecast temperatures for that night indicated a drop in temperature and a low of -12 degrees C. When we arrived to the airport that morning at xa:00; the temperature was -17 degrees C with a wind of approximately 30 knots. We were originally scheduled to fly a ferry flight to pick up three passengers and fly to our final destination. The first officer was the pilot flying in the left seat; and I was the pilot not flying. The plane was de-iced and readied for departure. The ramp conditions were packed snow; and the taxiways were clean and dry. As we taxied out for departure; the right TR(thrust reverser) unlock light would not extinguish. We taxied back to the FBO where the TR was pinned. Notably; excessive power was not required to get the plane rolling on taxi out. Due to the time required for the TR deferral; the passengers drove to us where we would now depart for the flight to the originally planned final destination. During taxi out; excessive power was required to break free. Initially the brakes very grabby and clearly ice was an issue. Our initial instructions were to taxi and depart runway 32R at intersection victor. After reviewing the instructions we decided that would not give us ample distance to heat the brakes and dissipate moisture. We asked for a full length departure on runway 32R. We were then told that would not be possible due to arriving aircraft and we got a new departure runway. On numerous occasions during taxi (approximately 3-4); power and brakes were applied to heat and maintain heat in the brakes. Additionally; during taxi; I tested the brakes from the right side. I was satisfied with their operation and feel and deemed it safe for departure. After departure; landing gear retraction was delayed till approximately 500-600 ft AGL. Upon touchdown a split second shimmy was felt. After the shimmy was felt; I asked how the plane felt; to which the first officer responded 'fine.' the aircraft continued to track straight down the runway. Due to the pinned TR no thrust reverse was used. As the plane slowed through approximately 70-80 KTS; brakes were applied and the plane initially pulled to the right for a brief moment. I didn't feel this brief lurch was anything abnormal to this aircraft. During the taxi into the FBO I again asked how the plane felt; the response was 'good.' we parked and unloaded the passengers. In my opinion; the passengers were completely unaware of the event. After the passengers were gone I left the aircraft for a flight home. A new captain and the original first officer taxied the airplane to the service center for maintenance on the TR. It was at that time during the post flight the blown tire was discovered. Suggestions: aircraft should be hangared during cold weather overnights. Brake temperature sensors would be invaluable to prevent this in the future. At this point I do not know if this was in fact due to a frozen brake; I can only assume it was. I am also aware of the incident of the brake catching on fire. In hindsight; I would have made sure the brakes were 'rode' more to create more heat; but I'm a bit concerned of hitting the other extreme.

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Original NASA ASRS Text

Title: A CE750's brakes grabbed on landing after the aircraft had been parked and operated in extremely cold weather for several days. On post flight inspection a blown tire was discovered.

Narrative: The plane was flown into an overnight station two days prior to the current flight. Conditions upon arrival departure airport were 0 degrees C; winds 20; gusting to 30 knots and light snow. After landing; we received a Flaps Fail CAS message; which resulted in the plane being down for maintenance the entire following day where conditions were much the same. Forecast temperatures for that night indicated a drop in temperature and a low of -12 degrees C. When we arrived to the airport that morning at XA:00; the temperature was -17 degrees C with a wind of approximately 30 knots. We were originally scheduled to fly a ferry flight to pick up three passengers and fly to our final destination. The First Officer was the pilot flying in the left seat; and I was the pilot not flying. The plane was de-iced and readied for departure. The ramp conditions were packed snow; and the taxiways were clean and dry. As we taxied out for departure; the right TR(Thrust Reverser) unlock light would not extinguish. We taxied back to the FBO where the TR was pinned. Notably; excessive power was not required to get the plane rolling on taxi out. Due to the time required for the TR deferral; the passengers drove to us where we would now depart for the flight to the originally planned final destination. During taxi out; excessive power was required to break free. Initially the brakes very grabby and clearly ice was an issue. Our initial instructions were to taxi and depart Runway 32R at Intersection Victor. After reviewing the instructions we decided that would not give us ample distance to heat the brakes and dissipate moisture. We asked for a full length departure on Runway 32R. We were then told that would not be possible due to arriving aircraft and we got a new departure runway. On numerous occasions during taxi (approximately 3-4); power and brakes were applied to heat and maintain heat in the brakes. Additionally; during taxi; I tested the brakes from the right side. I was satisfied with their operation and feel and deemed it safe for departure. After departure; landing gear retraction was delayed till approximately 500-600 FT AGL. Upon touchdown a split second shimmy was felt. After the shimmy was felt; I asked how the plane felt; to which the First Officer responded 'fine.' The aircraft continued to track straight down the runway. Due to the pinned TR no thrust reverse was used. As the plane slowed through approximately 70-80 KTS; brakes were applied and the plane initially pulled to the right for a brief moment. I didn't feel this brief lurch was anything abnormal to this aircraft. During the taxi into the FBO I again asked how the plane felt; the response was 'good.' We parked and unloaded the passengers. In my opinion; the passengers were completely unaware of the event. After the passengers were gone I left the aircraft for a flight home. A new Captain and the original First Officer taxied the airplane to the service center for maintenance on the TR. It was at that time during the post flight the blown tire was discovered. Suggestions: Aircraft should be hangared during cold weather overnights. Brake temperature sensors would be invaluable to prevent this in the future. At this point I do not know if this was in fact due to a frozen brake; I can only assume it was. I am also aware of the incident of the brake catching on fire. In hindsight; I would have made sure the brakes were 'rode' more to create more heat; but I'm a bit concerned of hitting the other extreme.

Data retrieved from NASA's ASRS site as of April 2012 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.