Narrative:

The problem started with a departure from ZZZ1. The aircraft sat for approximately 45 mins on the ramp. We broomed off the aircraft of a loose; dry snow accumulation that was about 1 inch thick; that had settled on the aircraft. The flight crew determined that during the pre-contamination check and the through preflight walkaround; the aircraft was ready for flight. The flight crew determined that snow was not sticking to the aircraft surfaces because of the cold temperature. Airport maintenance had just cleared the runway after plowing and putting down deice liquid approximately 5 mins before we taxied from the ramp. Taxiing from the ramp to the runway for a 5000 ft back-taxi for a departure was through drifting; and blowing snow conditions. Conditions were that it was night and dark and the visibility was limited because of blowing snow. However; the ASOS was reporting visibility and ceiling for a legal departure. We had completed all checklist items up to the line-up checklist. On the departure end of runway 28 we lined up for the takeoff roll. The parking brake was set; and the crew reviewed; briefed; and set up for the obstacle clearance departure procedure and did the crew takeoff briefing. I called for the line-up checklist; which was accomplished except the parking brake release item was overlooked. As thrust levers were advanced for the computed N1 for an anti-ice on condition; the aircraft started to roll immediately. I advanced the thrust levers to where it felt as if they were at the stops without looking. I was concentrating outside visually because the visibility was not good in the snow and the crosswind from the right had increased. The PNF making his standard callouts said we did not have full power. I glanced down and checked N1; and the thrust lever position. The N1's on both engines were at 75%; and the thrust levers had more travel. I pushed harder on the thrust levers. They felt like they were binding or had frozen; but I was able to get full power with more pressure on the thrust levers. The aircraft was already through 80 KTS and the runway edge lights then stepped down from full bright; to low on the timer. Directional control was maintained down the runway with a slight drift from centerline to the left. The runway centerline was harder to determine because of the reduced lighting and enough snow had fallen in a short amount of time to make the runway all white with a thin coating. At the same time I felt the aircraft shuddering and interpreted it as the antiskid system activating or the brakes chattering because of being frozen. I considered at that to abort the takeoff. The aircraft was already at 100 KTS and factored V1 was 112. I decided to continue the takeoff. After takeoff we left the flaps and gear down for a bit; blowing whatever snow might have accumulated on those system if any. Climb out and departure were normal once above the terrain and navigating on our ATC clearance. The after takeoff checklist was performed. The thrust levers were retarded from takeoff power to climb power. The thrust levers were stiff or frozen and took some force to retard them to climb power. At the top of climb; cruise; descent; approach; and landing the thrust levers were normal. As we were headed down to ZZZ2 we talked about what had just happened and what might have been wrong with the aircraft. We as a crew discussed the events of our departure. Reviewing every aspect of the events on departure; it was apparent that the parking brake was on and was overlooked in the checklist. The thrust lever problem may have been a result of snow getting into the engine nacelle and freezing some linkages; or cables. We discussed the condition of the aircraft brakes and tires condition; and what we might expect while landing at ZZZ2. WX at ZZZ2 was such that we were to set up and do an ILS. We got down a little early and configured for landing. The landing gear and flaps operated normally. I then turned off the antiskid system; applied the brakes on and off 10 times; turned the antiskid back on. It checked normal. The reason for this crunching of the brakes was to free them from the possibility of ice still remaining between the disc pads. Computed vref was 121 KTS. I landed at ZZZ2 on the runway; in the touchdown zone at 110KTS on centerline -- the aircraft felt like after touchdown that it had a blown tire or tires. I stopped the aircraft with a little brake pressure; spoilers and thrust reverser activation. The aircraft was pulling to the left and veered slight off centerline to the left. We came to a stop and reported to tower we had blown a tire and had stopped on the runway. The tower operator asked if things were ok and if we were able to exit the runway. We advised him we could exit and pulled off the runway onto the taxiway between the 2 runways. We requested permission to stop between the 2 runways on the taxiway and shut down to inspect the aircraft; not wanting to proceed any further until we knew what the condition of the aircraft was. The request was granted. The tower operator sent a fire rescue truck to our position on the airport in case we needed some assistance. The tower asked for my name; address; contact phone number; and my certificate number; as did the fireman. The aircraft was towed to the hangar.

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Original NASA ASRS Text

Title: AN LR35 DEPARTED WITH THE PARKING BRAKE SET AND LANDED WITH FOUR BLOWN TIRES.

Narrative: THE PROB STARTED WITH A DEP FROM ZZZ1. THE ACFT SAT FOR APPROX 45 MINS ON THE RAMP. WE BROOMED OFF THE ACFT OF A LOOSE; DRY SNOW ACCUMULATION THAT WAS ABOUT 1 INCH THICK; THAT HAD SETTLED ON THE ACFT. THE FLT CREW DETERMINED THAT DURING THE PRE-CONTAMINATION CHK AND THE THROUGH PREFLT WALKAROUND; THE ACFT WAS READY FOR FLT. THE FLT CREW DETERMINED THAT SNOW WAS NOT STICKING TO THE ACFT SURFACES BECAUSE OF THE COLD TEMP. ARPT MAINT HAD JUST CLRED THE RWY AFTER PLOWING AND PUTTING DOWN DEICE LIQUID APPROX 5 MINS BEFORE WE TAXIED FROM THE RAMP. TAXIING FROM THE RAMP TO THE RWY FOR A 5000 FT BACK-TAXI FOR A DEP WAS THROUGH DRIFTING; AND BLOWING SNOW CONDITIONS. CONDITIONS WERE THAT IT WAS NIGHT AND DARK AND THE VISIBILITY WAS LIMITED BECAUSE OF BLOWING SNOW. HOWEVER; THE ASOS WAS RPTING VISIBILITY AND CEILING FOR A LEGAL DEP. WE HAD COMPLETED ALL CHKLIST ITEMS UP TO THE LINE-UP CHKLIST. ON THE DEP END OF RWY 28 WE LINED UP FOR THE TKOF ROLL. THE PARKING BRAKE WAS SET; AND THE CREW REVIEWED; BRIEFED; AND SET UP FOR THE OBSTACLE CLRNC DEP PROC AND DID THE CREW TKOF BRIEFING. I CALLED FOR THE LINE-UP CHKLIST; WHICH WAS ACCOMPLISHED EXCEPT THE PARKING BRAKE RELEASE ITEM WAS OVERLOOKED. AS THRUST LEVERS WERE ADVANCED FOR THE COMPUTED N1 FOR AN ANTI-ICE ON CONDITION; THE ACFT STARTED TO ROLL IMMEDIATELY. I ADVANCED THE THRUST LEVERS TO WHERE IT FELT AS IF THEY WERE AT THE STOPS WITHOUT LOOKING. I WAS CONCENTRATING OUTSIDE VISUALLY BECAUSE THE VISIBILITY WAS NOT GOOD IN THE SNOW AND THE XWIND FROM THE R HAD INCREASED. THE PNF MAKING HIS STANDARD CALLOUTS SAID WE DID NOT HAVE FULL PWR. I GLANCED DOWN AND CHKED N1; AND THE THRUST LEVER POS. THE N1'S ON BOTH ENGS WERE AT 75%; AND THE THRUST LEVERS HAD MORE TRAVEL. I PUSHED HARDER ON THE THRUST LEVERS. THEY FELT LIKE THEY WERE BINDING OR HAD FROZEN; BUT I WAS ABLE TO GET FULL PWR WITH MORE PRESSURE ON THE THRUST LEVERS. THE ACFT WAS ALREADY THROUGH 80 KTS AND THE RWY EDGE LIGHTS THEN STEPPED DOWN FROM FULL BRIGHT; TO LOW ON THE TIMER. DIRECTIONAL CTL WAS MAINTAINED DOWN THE RWY WITH A SLIGHT DRIFT FROM CTRLINE TO THE L. THE RWY CTRLINE WAS HARDER TO DETERMINE BECAUSE OF THE REDUCED LIGHTING AND ENOUGH SNOW HAD FALLEN IN A SHORT AMOUNT OF TIME TO MAKE THE RWY ALL WHITE WITH A THIN COATING. AT THE SAME TIME I FELT THE ACFT SHUDDERING AND INTERPED IT AS THE ANTISKID SYS ACTIVATING OR THE BRAKES CHATTERING BECAUSE OF BEING FROZEN. I CONSIDERED AT THAT TO ABORT THE TKOF. THE ACFT WAS ALREADY AT 100 KTS AND FACTORED V1 WAS 112. I DECIDED TO CONTINUE THE TKOF. AFTER TKOF WE LEFT THE FLAPS AND GEAR DOWN FOR A BIT; BLOWING WHATEVER SNOW MIGHT HAVE ACCUMULATED ON THOSE SYS IF ANY. CLBOUT AND DEP WERE NORMAL ONCE ABOVE THE TERRAIN AND NAVING ON OUR ATC CLRNC. THE AFTER TKOF CHKLIST WAS PERFORMED. THE THRUST LEVERS WERE RETARDED FROM TKOF PWR TO CLB PWR. THE THRUST LEVERS WERE STIFF OR FROZEN AND TOOK SOME FORCE TO RETARD THEM TO CLB PWR. AT THE TOP OF CLB; CRUISE; DSCNT; APCH; AND LNDG THE THRUST LEVERS WERE NORMAL. AS WE WERE HEADED DOWN TO ZZZ2 WE TALKED ABOUT WHAT HAD JUST HAPPENED AND WHAT MIGHT HAVE BEEN WRONG WITH THE ACFT. WE AS A CREW DISCUSSED THE EVENTS OF OUR DEP. REVIEWING EVERY ASPECT OF THE EVENTS ON DEP; IT WAS APPARENT THAT THE PARKING BRAKE WAS ON AND WAS OVERLOOKED IN THE CHKLIST. THE THRUST LEVER PROB MAY HAVE BEEN A RESULT OF SNOW GETTING INTO THE ENG NACELLE AND FREEZING SOME LINKAGES; OR CABLES. WE DISCUSSED THE CONDITION OF THE ACFT BRAKES AND TIRES CONDITION; AND WHAT WE MIGHT EXPECT WHILE LNDG AT ZZZ2. WX AT ZZZ2 WAS SUCH THAT WE WERE TO SET UP AND DO AN ILS. WE GOT DOWN A LITTLE EARLY AND CONFIGURED FOR LNDG. THE LNDG GEAR AND FLAPS OPERATED NORMALLY. I THEN TURNED OFF THE ANTISKID SYS; APPLIED THE BRAKES ON AND OFF 10 TIMES; TURNED THE ANTISKID BACK ON. IT CHKED NORMAL. THE REASON FOR THIS CRUNCHING OF THE BRAKES WAS TO FREE THEM FROM THE POSSIBILITY OF ICE STILL REMAINING BTWN THE DISC PADS. COMPUTED VREF WAS 121 KTS. I LANDED AT ZZZ2 ON THE RWY; IN THE TOUCHDOWN ZONE AT 110KTS ON CTRLINE -- THE ACFT FELT LIKE AFTER TOUCHDOWN THAT IT HAD A BLOWN TIRE OR TIRES. I STOPPED THE ACFT WITH A LITTLE BRAKE PRESSURE; SPOILERS AND THRUST REVERSER ACTIVATION. THE ACFT WAS PULLING TO THE L AND VEERED SLIGHT OFF CTRLINE TO THE L. WE CAME TO A STOP AND RPTED TO TWR WE HAD BLOWN A TIRE AND HAD STOPPED ON THE RWY. THE TWR OPERATOR ASKED IF THINGS WERE OK AND IF WE WERE ABLE TO EXIT THE RWY. WE ADVISED HIM WE COULD EXIT AND PULLED OFF THE RWY ONTO THE TXWY BTWN THE 2 RWYS. WE REQUESTED PERMISSION TO STOP BTWN THE 2 RWYS ON THE TXWY AND SHUT DOWN TO INSPECT THE ACFT; NOT WANTING TO PROCEED ANY FURTHER UNTIL WE KNEW WHAT THE CONDITION OF THE ACFT WAS. THE REQUEST WAS GRANTED. THE TWR OPERATOR SENT A FIRE RESCUE TRUCK TO OUR POS ON THE ARPT IN CASE WE NEEDED SOME ASSISTANCE. THE TWR ASKED FOR MY NAME; ADDRESS; CONTACT PHONE NUMBER; AND MY CERTIFICATE NUMBER; AS DID THE FIREMAN. THE ACFT WAS TOWED TO THE HANGAR.

Data retrieved from NASA's ASRS site as of May 2009 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.