|37000 Feet||Browse and search NASA's
Aviation Safety Reporting System
|Local Time Of Day||1201 To 1800|
|Locale Reference||airport : tyr|
|Altitude||agl bound lower : 0|
agl bound upper : 0
|Operator||general aviation : corporate|
|Make Model Name||Small Aircraft, High Wing, 1 Eng, Fixed Gear|
|Flight Phase||landing other|
|Function||flight crew : single pilot|
|Qualification||pilot : atp|
pilot : cfi
|Experience||flight time last 90 days : 75|
flight time total : 5900
flight time type : 20
|Anomaly||aircraft equipment problem : less severe|
other anomaly other
|Independent Detector||other flight crewa|
|Primary Problem||Flight Crew Human Performance|
|Air Traffic Incident||Pilot Deviation|
Was assigned flight in company small aircraft depart tyr on IFR flight plan or hou. I was current in aircraft as for lndgs in previous 90 days, but was almost to the 90 day limit. Usual aircraft flown was heavier aircraft a twin engine turbo propeller. For landing I had my feet positioned as I do in the small transport, on the rudder pedals in the small transport, I am off brakes when my heels rest on the bottom of the pedals. On landing aircraft seemed to swerve like a brake was dragging. I corrected swerve and continued rollout. On taxi in to ramp aircraft handled normally. Departed hou for tyr on IFR flight. Flight was normal till arrival in pattern at tyr. Tower cleared for right base entry to active runway. I was second behind an aircraft doing touch and goes. Aircraft doing touch and goes did not seem to immediately start takeoff roll after landing. Spacing was getting close but the other aircraft was accelerating and I was cleared to land. At this point I considered the thought of going around, but as the other aircraft appeared it would be airborne before I touched down I considered the remaining runway I had to be enough with a little harder than normal braking. After T/D I applied harder than normal braking. Aircraft again felt like it wanted to swerve. At this point left tire went flat. Aircraft was stopped at end of runway, but could not taxi clear for fear of damaging rim and wheel pant. After flat was repaired aircraft was taxied to hangar. Other tire has slid from hard braking but did not go flat. After tire change aircraft taxied normally with no tendency to swerve with a dragging brake. Later, sitting in aircraft and positioning my feet on the pedals as I was during lndgs, I could see I was landing with the sole of my boots depressing brakes. During landing rollout when I thought I was just applying brakes, I locked wheels and skidded the tires causing the swerve on lndgs and flat tire. Even though I was legally current by the far's, flying a different and heavier aircraft almost all of the time, I did not notice the incorrect positioning of my feet on the brakes of this aircraft. The desire not to use time for a go around and resulting longer flight contributed because if I had gone around and on the next landing had the full length of the runway, the harder braking would not have been thought necessary which would probably have not resulted in the flat tire. This emphasizes the need to be sure to rechk everything when flying an aircraft you are current in according to the far's but it is one you do not do a lot of flying in.
Original NASA ASRS Text
Title: CORP SMA LANDED WITH BRAKES PARTIALLY ON AND SUBSEQUENT HARD BRAKING FROM LONG LNDG BLEW TIRE.
Narrative: WAS ASSIGNED FLT IN COMPANY SMA DEPART TYR ON IFR FLT PLAN OR HOU. I WAS CURRENT IN ACFT AS FOR LNDGS IN PREVIOUS 90 DAYS, BUT WAS ALMOST TO THE 90 DAY LIMIT. USUAL ACFT FLOWN WAS HEAVIER ACFT A TWIN ENG TURBO PROP. FOR LNDG I HAD MY FEET POSITIONED AS I DO IN THE SMT, ON THE RUDDER PEDALS IN THE SMT, I AM OFF BRAKES WHEN MY HEELS REST ON THE BOTTOM OF THE PEDALS. ON LNDG ACFT SEEMED TO SWERVE LIKE A BRAKE WAS DRAGGING. I CORRECTED SWERVE AND CONTINUED ROLLOUT. ON TAXI IN TO RAMP ACFT HANDLED NORMALLY. DEPARTED HOU FOR TYR ON IFR FLT. FLT WAS NORMAL TILL ARR IN PATTERN AT TYR. TWR CLRED FOR RIGHT BASE ENTRY TO ACTIVE RWY. I WAS SECOND BEHIND AN ACFT DOING TOUCH AND GOES. ACFT DOING TOUCH AND GOES DID NOT SEEM TO IMMEDIATELY START TKOF ROLL AFTER LNDG. SPACING WAS GETTING CLOSE BUT THE OTHER ACFT WAS ACCELERATING AND I WAS CLRED TO LAND. AT THIS POINT I CONSIDERED THE THOUGHT OF GOING AROUND, BUT AS THE OTHER ACFT APPEARED IT WOULD BE AIRBORNE BEFORE I TOUCHED DOWN I CONSIDERED THE REMAINING RWY I HAD TO BE ENOUGH WITH A LITTLE HARDER THAN NORMAL BRAKING. AFTER T/D I APPLIED HARDER THAN NORMAL BRAKING. ACFT AGAIN FELT LIKE IT WANTED TO SWERVE. AT THIS POINT LEFT TIRE WENT FLAT. ACFT WAS STOPPED AT END OF RWY, BUT COULD NOT TAXI CLR FOR FEAR OF DAMAGING RIM AND WHEEL PANT. AFTER FLAT WAS REPAIRED ACFT WAS TAXIED TO HANGAR. OTHER TIRE HAS SLID FROM HARD BRAKING BUT DID NOT GO FLAT. AFTER TIRE CHANGE ACFT TAXIED NORMALLY WITH NO TENDENCY TO SWERVE WITH A DRAGGING BRAKE. LATER, SITTING IN ACFT AND POSITIONING MY FEET ON THE PEDALS AS I WAS DURING LNDGS, I COULD SEE I WAS LNDG WITH THE SOLE OF MY BOOTS DEPRESSING BRAKES. DURING LNDG ROLLOUT WHEN I THOUGHT I WAS JUST APPLYING BRAKES, I LOCKED WHEELS AND SKIDDED THE TIRES CAUSING THE SWERVE ON LNDGS AND FLAT TIRE. EVEN THOUGH I WAS LEGALLY CURRENT BY THE FAR'S, FLYING A DIFFERENT AND HEAVIER ACFT ALMOST ALL OF THE TIME, I DID NOT NOTICE THE INCORRECT POSITIONING OF MY FEET ON THE BRAKES OF THIS ACFT. THE DESIRE NOT TO USE TIME FOR A GO AROUND AND RESULTING LONGER FLT CONTRIBUTED BECAUSE IF I HAD GONE AROUND AND ON THE NEXT LNDG HAD THE FULL LENGTH OF THE RWY, THE HARDER BRAKING WOULD NOT HAVE BEEN THOUGHT NECESSARY WHICH WOULD PROBABLY HAVE NOT RESULTED IN THE FLAT TIRE. THIS EMPHASIZES THE NEED TO BE SURE TO RECHK EVERYTHING WHEN FLYING AN ACFT YOU ARE CURRENT IN ACCORDING TO THE FAR'S BUT IT IS ONE YOU DO NOT DO A LOT OF FLYING IN.
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.