Narrative:

As we touched down; the tower called us on the radio and told us that they saw a puff of smoke coming from our left main landing gear. As we were slowing; at around 80 KTS; we had a left outboard antiskid caution message illuminate. I took control of the aircraft and felt no adverse yaw. As the high speed exit was occupied by another aircraft; the tower instructed us to exit at the end of the runway. I slowed the aircraft and didn't feel any abnormal vibrations. We turned off at the end and stopped; waiting to cross the adjacent runway. After completing our after landing checklists; we were cleared to cross the adjacent runway. Not having felt any abnormalities as we slowed; we discussed whether or not we should taxi. We were cleared to cross the runway the adjacent runway which we did and stopped on the opposite side. The tower did not mention any further indication of smoke as we taxied. My first officer proceeded to look up our caution message and read to me the cautions associated with this EICAS message. We discussed whether we should continue the taxi and not feeling any abnormalities crossing the runway; we contacted ground control for taxi instructions. Ground control cleared us to taxi. We had what we thought was a normal taxi and we turned onto B taxiway. As we approached intersection C10; I started to feel a vibration and I stopped the aircraft. Ground called us and asked if we were ok. We said that we thought we had a blown tire and could not move the aircraft until maintenance had come out and inspect the aircraft. My first officer called operations to let them know and was coordinating with tower to keep them informed. I called dispatch to let them know that we were stopped on the taxi way with what we thought was a blown tire. Dispatch transferred me to maintenance control and I explained that we thought we blew a tire and were stuck on a taxiway. I gave him my cell phone number so that we could communicate with each other. He said he would call me back shortly. I informed the passengers that we were stopped on a taxiway with what we thought was a blown tire and could not taxi to the gate. I asked them to stay in their seats and that we were trying to coordinate a bus to take them to the terminal. My first officer was communicating with the airport and operations to get a bus to the aircraft. Within a few minutes; we had an airport representative pull up along side the aircraft and the tower had us change frequencies to communicate with him directly. We spoke with him about the tires and the possibility of getting a bus to the aircraft and within a few minutes; there were a couple of buses at the airplane. I had my first officer go out and look at the tires; both tires were blown and flat. We communicated with operations and the airport representative about getting the bags off. A belt loader was brought to the aircraft and the agents removed all of the bags and brought them to the terminal. Maintenance personnel arrived to take a look at the problem and to coordinate with maintenance control. Maintenance showed up with two tires and after some issues with the jacks; the tires were replaced and we taxied the aircraft to the gate. Maintenance control indicated to me that the hydraulic fitting had worked its way loose and in so doing; traps hydraulic pressure at the brake and whatever pressure is in the system and brake pack will be maintained. There was enough pressure in the system that the tire didn't rotate. Maintenance is doing a fleet campaign to inspect these lines and is safety wiring the lines so they do not come loose again.

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Original NASA ASRS Text

Title: A CRJ900 hydraulic line brake connector came loose trapping fluid in the brake so that when the aircraft landed the outboard tire blew activating the EICAS A/SKID OUTBD and later the other tire deflated stranding the aircraft on a taxiway.

Narrative: As we touched down; the Tower called us on the radio and told us that they saw a puff of smoke coming from our left main landing gear. As we were slowing; at around 80 KTS; we had a left outboard antiskid caution message illuminate. I took control of the aircraft and felt no adverse yaw. As the high speed exit was occupied by another aircraft; the Tower instructed us to exit at the end of the runway. I slowed the aircraft and didn't feel any abnormal vibrations. We turned off at the end and stopped; waiting to cross the adjacent runway. After completing our after landing checklists; we were cleared to cross the adjacent runway. Not having felt any abnormalities as we slowed; we discussed whether or not we should taxi. We were cleared to cross the runway the adjacent runway which we did and stopped on the opposite side. The Tower did not mention any further indication of smoke as we taxied. My First Officer proceeded to look up our caution message and read to me the cautions associated with this EICAS message. We discussed whether we should continue the taxi and not feeling any abnormalities crossing the runway; we contacted Ground Control for taxi instructions. Ground Control cleared us to taxi. We had what we thought was a normal taxi and we turned onto B Taxiway. As we approached intersection C10; I started to feel a vibration and I stopped the aircraft. Ground called us and asked if we were OK. We said that we thought we had a blown tire and could not move the aircraft until Maintenance had come out and inspect the aircraft. My First Officer called Operations to let them know and was coordinating with Tower to keep them informed. I called Dispatch to let them know that we were stopped on the taxi way with what we thought was a blown tire. Dispatch transferred me to Maintenance Control and I explained that we thought we blew a tire and were stuck on a taxiway. I gave him my cell phone number so that we could communicate with each other. He said he would call me back shortly. I informed the passengers that we were stopped on a taxiway with what we thought was a blown tire and could not taxi to the gate. I asked them to stay in their seats and that we were trying to coordinate a bus to take them to the terminal. My First Officer was communicating with the airport and operations to get a bus to the aircraft. Within a few minutes; we had an airport representative pull up along side the aircraft and the Tower had us change frequencies to communicate with him directly. We spoke with him about the tires and the possibility of getting a bus to the aircraft and within a few minutes; there were a couple of buses at the airplane. I had my First Officer go out and look at the tires; both tires were blown and flat. We communicated with operations and the airport representative about getting the bags off. A belt loader was brought to the aircraft and the agents removed all of the bags and brought them to the terminal. Maintenance personnel arrived to take a look at the problem and to coordinate with Maintenance Control. Maintenance showed up with two tires and after some issues with the jacks; the tires were replaced and we taxied the aircraft to the gate. Maintenance Control indicated to me that the hydraulic fitting had worked its way loose and in so doing; traps hydraulic pressure at the brake and whatever pressure is in the system and brake pack will be maintained. There was enough pressure in the system that the tire didn't rotate. Maintenance is doing a fleet campaign to inspect these lines and is safety wiring the lines so they do not come loose again.

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.