Narrative:

About XA45, I preflted the aircraft for a local pleasure flight. After checking the WX and listening to the local ATIS, I was cleared from ground control to taxi to runway 31. Part of the normal checklist procedure is to check your brakes by indication of a pressure gauge located in the cockpit and by tapping the brakes immediately after the aircraft starts moving for proper response. All indications were normal, and I proceeded to taxi to runway 31 as cleared. This type of aircraft uses differential braking to steer the aircraft on the ground. At this time, the winds are called at 330 degrees and 24 KTS. Heavy braking is required to keep the aircraft at a normal taxiing speed due to a strong tailwind. All indications are normal until I proceeded to stop straight ahead by tapping both brakes simultaneously. At this time, the aircraft started to turn to the left due to the right brake not engaging. Immediately, I proceeded to shut down the engine to stop the aircraft from moving further. The aircraft went into the grass area, not to the taxiway, and before it came to a completed stop, collided with a taxiway sign. I proceeded to secure the aircraft and to exit the aircraft. Damage to both the aircraft and the taxiway sign were very minimal and only require light touch-up on the leading edge of the wing. No other damage to property or crew were noted. I feel contributing factors are: low temperature at the time of incident, causing brake to malfunction due to dry seals, air in the lines or mechanical failure of right brakes.

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Original NASA ASRS Text

Title: BAE PROVOST TRAINING JET HAS DIFFERENTIAL BRAKING MALFUNCTION AND EXITS TXWY CAUSING SOME ACFT AND SIGNAGE DAMAGE PRIOR TO COMING TO A STOP.

Narrative: ABOUT XA45, I PREFLTED THE ACFT FOR A LCL PLEASURE FLT. AFTER CHKING THE WX AND LISTENING TO THE LCL ATIS, I WAS CLRED FROM GND CTL TO TAXI TO RWY 31. PART OF THE NORMAL CHKLIST PROC IS TO CHK YOUR BRAKES BY INDICATION OF A PRESSURE GAUGE LOCATED IN THE COCKPIT AND BY TAPPING THE BRAKES IMMEDIATELY AFTER THE ACFT STARTS MOVING FOR PROPER RESPONSE. ALL INDICATIONS WERE NORMAL, AND I PROCEEDED TO TAXI TO RWY 31 AS CLRED. THIS TYPE OF ACFT USES DIFFERENTIAL BRAKING TO STEER THE ACFT ON THE GND. AT THIS TIME, THE WINDS ARE CALLED AT 330 DEGS AND 24 KTS. HVY BRAKING IS REQUIRED TO KEEP THE ACFT AT A NORMAL TAXIING SPD DUE TO A STRONG TAILWIND. ALL INDICATIONS ARE NORMAL UNTIL I PROCEEDED TO STOP STRAIGHT AHEAD BY TAPPING BOTH BRAKES SIMULTANEOUSLY. AT THIS TIME, THE ACFT STARTED TO TURN TO THE L DUE TO THE R BRAKE NOT ENGAGING. IMMEDIATELY, I PROCEEDED TO SHUT DOWN THE ENG TO STOP THE ACFT FROM MOVING FURTHER. THE ACFT WENT INTO THE GRASS AREA, NOT TO THE TXWY, AND BEFORE IT CAME TO A COMPLETED STOP, COLLIDED WITH A TXWY SIGN. I PROCEEDED TO SECURE THE ACFT AND TO EXIT THE ACFT. DAMAGE TO BOTH THE ACFT AND THE TXWY SIGN WERE VERY MINIMAL AND ONLY REQUIRE LIGHT TOUCH-UP ON THE LEADING EDGE OF THE WING. NO OTHER DAMAGE TO PROPERTY OR CREW WERE NOTED. I FEEL CONTRIBUTING FACTORS ARE: LOW TEMP AT THE TIME OF INCIDENT, CAUSING BRAKE TO MALFUNCTION DUE TO DRY SEALS, AIR IN THE LINES OR MECHANICAL FAILURE OF R BRAKES.

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.