Narrative:

I was the first officer, PNF, on a regional airline flight from a major hub airport in the southern part of the country to a small airport in the same region on an SF34. Upon arriving at our aircraft, I performed a thorough and detailed preflight. I found the airplane to be in good order, with no discrepancies or open write-ups. The start-up and taxi were normal and routine. After holding short of one of the departure runways for quite some time, we were cleared into position and hold behind a B757 on its landing rollout. As we were cleared into position, we were informed that there was a B777 on a 5 mi final for our runway, and to be prepared for an immediate departure as soon as the B757 cleared the runway. The B757 did not hurry off of the runway, and the tower had to tell them to expedite off because the B777 was now on a 2 mi final and doing 250 KTS over the ground. We were also told to expect an immediate departure as soon as the B757 cleared. At this point, the captain decided to perform a method 'a' takeoff, which entails holding the brakes, and applying power to the engines before brake release. As the captain brought up the power, the aircraft slipped forward a little first on the left side, then on the right. I called to the captain to apply more brake pressure, which he did, stopping the forward movement of the aircraft. He commented on the unexpected 'brake slippage.' when the B757 cleared the runway, we were cleared by the tower for an immediate takeoff. The rest of the flight to our destination was normal. After parking and deplaning the passenger, I performed a postflt of the aircraft. During the postflt, I discovered a flat spot with cord showing on the top of the right outboard tire. The flat spot was not there during the preflight when I inspected all of the tires. I then checked the other 3 tires, and discovered that the left outboard also had a flat spot with cord showing. I then informed the captain of what I found. He then inspected the tires, and notified our maintenance control. They decided to swap us into another aircraft that was on the ground at the outstation. Contributing factors: departure during a 'push,' leading to a tight departure window. ATC, company, and self pressure to squeeze into a tight departure slot, when it might have been better to wait until after the B777 landed.

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Original NASA ASRS Text

Title: SF34 CREW DRAGGED ACFT WITH LOCKED BRAKES WHEN EXCESSIVE ENG PWR WAS APPLIED BEFORE BRAKE RELEASE.

Narrative: I WAS THE FO, PNF, ON A REGIONAL AIRLINE FLT FROM A MAJOR HUB ARPT IN THE SOUTHERN PART OF THE COUNTRY TO A SMALL ARPT IN THE SAME REGION ON AN SF34. UPON ARRIVING AT OUR ACFT, I PERFORMED A THOROUGH AND DETAILED PREFLT. I FOUND THE AIRPLANE TO BE IN GOOD ORDER, WITH NO DISCREPANCIES OR OPEN WRITE-UPS. THE START-UP AND TAXI WERE NORMAL AND ROUTINE. AFTER HOLDING SHORT OF ONE OF THE DEP RWYS FOR QUITE SOME TIME, WE WERE CLRED INTO POS AND HOLD BEHIND A B757 ON ITS LNDG ROLLOUT. AS WE WERE CLRED INTO POS, WE WERE INFORMED THAT THERE WAS A B777 ON A 5 MI FINAL FOR OUR RWY, AND TO BE PREPARED FOR AN IMMEDIATE DEP AS SOON AS THE B757 CLRED THE RWY. THE B757 DID NOT HURRY OFF OF THE RWY, AND THE TWR HAD TO TELL THEM TO EXPEDITE OFF BECAUSE THE B777 WAS NOW ON A 2 MI FINAL AND DOING 250 KTS OVER THE GND. WE WERE ALSO TOLD TO EXPECT AN IMMEDIATE DEP AS SOON AS THE B757 CLRED. AT THIS POINT, THE CAPT DECIDED TO PERFORM A METHOD 'A' TKOF, WHICH ENTAILS HOLDING THE BRAKES, AND APPLYING PWR TO THE ENGS BEFORE BRAKE RELEASE. AS THE CAPT BROUGHT UP THE PWR, THE ACFT SLIPPED FORWARD A LITTLE FIRST ON THE L SIDE, THEN ON THE R. I CALLED TO THE CAPT TO APPLY MORE BRAKE PRESSURE, WHICH HE DID, STOPPING THE FORWARD MOVEMENT OF THE ACFT. HE COMMENTED ON THE UNEXPECTED 'BRAKE SLIPPAGE.' WHEN THE B757 CLRED THE RWY, WE WERE CLRED BY THE TWR FOR AN IMMEDIATE TKOF. THE REST OF THE FLT TO OUR DEST WAS NORMAL. AFTER PARKING AND DEPLANING THE PAX, I PERFORMED A POSTFLT OF THE ACFT. DURING THE POSTFLT, I DISCOVERED A FLAT SPOT WITH CORD SHOWING ON THE TOP OF THE R OUTBOARD TIRE. THE FLAT SPOT WAS NOT THERE DURING THE PREFLT WHEN I INSPECTED ALL OF THE TIRES. I THEN CHKED THE OTHER 3 TIRES, AND DISCOVERED THAT THE L OUTBOARD ALSO HAD A FLAT SPOT WITH CORD SHOWING. I THEN INFORMED THE CAPT OF WHAT I FOUND. HE THEN INSPECTED THE TIRES, AND NOTIFIED OUR MAINT CTL. THEY DECIDED TO SWAP US INTO ANOTHER ACFT THAT WAS ON THE GND AT THE OUTSTATION. CONTRIBUTING FACTORS: DEP DURING A 'PUSH,' LEADING TO A TIGHT DEP WINDOW. ATC, COMPANY, AND SELF PRESSURE TO SQUEEZE INTO A TIGHT DEP SLOT, WHEN IT MIGHT HAVE BEEN BETTER TO WAIT UNTIL AFTER THE B777 LANDED.

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