Narrative:

I was flying from lgb-sfo. After a long taxi out (8000') with a light aircraft (67000 pounds), we had to make a low speed rejected takeoff due to conflicting helicopter traffic downfield. We let it roll out (about 8000') and then taxied back for takeoff (about 8000') and made a normal takeoff. Because of our light weight, continual tapping of the brakes was required to keep our taxi speed down. Upon landing at sfo after a normal T/D, a vibration was felt in the aircraft as the lift spoilers were extended and it veered to the left. I was able to control the aircraft and get it off the runway at the hi speed turnoff. Tower advised we had 'smoke from the left brakes,' so we ordered crash equipment, stand by. Fortunately there was no fire and we did not do an emergency evacuate/evacuation. Inspection of the left gear afterwards revealed both tires had blown, the #1 tire had shredded but the #2 tire was still on the rim. Maintenance seemed to feel the fuse plugs on #1 had let go en route due to overheated brakes and the #2 tire failed after the T/D. It is interesting to note that even after extensive work on the brakes, the first flight of this aircraft afterwards resulted in 'hot left brakes, cool right brakes after light braking' write up. A second question relates to the quality of the recaps we are now using--how are they tested? Why did #2 tire fail? It should have been able to hold the load. And finally, should we do some testing re: the dangers involved in taxiing light aircraft over longer than normal distances? Any or all of the factors may have been involved in this incident.

Related reports:

Google
 

Original NASA ASRS Text

Title: BOTH LEFT TIRES FAIL AFTER LNDG.

Narrative: I WAS FLYING FROM LGB-SFO. AFTER A LONG TAXI OUT (8000') WITH A LIGHT ACFT (67000 LBS), WE HAD TO MAKE A LOW SPD REJECTED TKOF DUE TO CONFLICTING HELI TFC DOWNFIELD. WE LET IT ROLL OUT (ABOUT 8000') AND THEN TAXIED BACK FOR TKOF (ABOUT 8000') AND MADE A NORMAL TKOF. BECAUSE OF OUR LIGHT WT, CONTINUAL TAPPING OF THE BRAKES WAS REQUIRED TO KEEP OUR TAXI SPD DOWN. UPON LNDG AT SFO AFTER A NORMAL T/D, A VIBRATION WAS FELT IN THE ACFT AS THE LIFT SPOILERS WERE EXTENDED AND IT VEERED TO THE LEFT. I WAS ABLE TO CONTROL THE ACFT AND GET IT OFF THE RWY AT THE HI SPD TURNOFF. TWR ADVISED WE HAD 'SMOKE FROM THE LEFT BRAKES,' SO WE ORDERED CRASH EQUIP, STAND BY. FORTUNATELY THERE WAS NO FIRE AND WE DID NOT DO AN EMER EVAC. INSPECTION OF THE LEFT GEAR AFTERWARDS REVEALED BOTH TIRES HAD BLOWN, THE #1 TIRE HAD SHREDDED BUT THE #2 TIRE WAS STILL ON THE RIM. MAINT SEEMED TO FEEL THE FUSE PLUGS ON #1 HAD LET GO ENRTE DUE TO OVERHEATED BRAKES AND THE #2 TIRE FAILED AFTER THE T/D. IT IS INTERESTING TO NOTE THAT EVEN AFTER EXTENSIVE WORK ON THE BRAKES, THE FIRST FLT OF THIS ACFT AFTERWARDS RESULTED IN 'HOT LEFT BRAKES, COOL RIGHT BRAKES AFTER LIGHT BRAKING' WRITE UP. A SECOND QUESTION RELATES TO THE QUALITY OF THE RECAPS WE ARE NOW USING--HOW ARE THEY TESTED? WHY DID #2 TIRE FAIL? IT SHOULD HAVE BEEN ABLE TO HOLD THE LOAD. AND FINALLY, SHOULD WE DO SOME TESTING RE: THE DANGERS INVOLVED IN TAXIING LIGHT ACFT OVER LONGER THAN NORMAL DISTANCES? ANY OR ALL OF THE FACTORS MAY HAVE BEEN INVOLVED IN THIS INCIDENT.

Data retrieved from NASA's ASRS site as of August 2007 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.