Narrative:

On approach for runway 10; the winds were reported by tower at 090/10. At about 1500 ft; winds were reported as having shifted to 280/10 and we were instructed to make a right downwind for a visual approach to runway 28. As we started our downwind; northwest of the field; wind indication from ground smoke was noted; as advertised by tower; from a 280 direction. During the approach a tailwind was sensed and indicated by aircraft instrumentation. Auto brakes 3 were selected as a precaution. A wind check reconfirmed by the tower of winds at 280/10 at the airport. We continued the approach and landing. The aircraft weight was at max landing weight due to the large quantity of ferry fuel we were carrying; thus dictating a high approach speed. The sensation of a tailwind persisted throughout landing and rollout. The narrower than normal runway contributed to the sensation. All of these factors left us to instinctively apply higher than normal brake pressure to the aircraft; so as to bring it to a more comfortable roll out ground speed. We rolled to the end of the runway where a turn and a backtrack was necessary. We were instructed to expedite the backtrack on the runway to the runway turn off. We completed and thus had to make a further brake application just prior to turn off. These actions plus ambient temperature for more than 30 C; apparently contributed to high enough brake temperatures; at our parking position; to 'melt' the fuse plugs on three tires. Unfortunately only two spare tires are kept at the airport. It is my opinion that we landed with a significant tailwind. Just as the winds had rapidly changed from 090/10 to 280/10 earlier; I think a further rapid reversal; back to a 090 direction was just as likely. I am told by pilots who flew this route regularly; the similar conditions and tower reports are not rare occurrences at mtpp. It might be time to warn other pilots of the likelihood of these conditions; most of whom are new to this route. It might also be time to review the amount of ferry fuel carried to this airport.

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Original NASA ASRS Text

Title: Heavy jet flight crew landed at MTPP with a possible tailwind resulting in three deflated tires upon arrival at the gate.

Narrative: On approach for Runway 10; the winds were reported by Tower at 090/10. At about 1500 FT; winds were reported as having shifted to 280/10 and we were instructed to make a right downwind for a visual approach to Runway 28. As we started our downwind; northwest of the field; wind indication from ground smoke was noted; as advertised by Tower; from a 280 direction. During the approach a tailwind was sensed and indicated by aircraft instrumentation. Auto brakes 3 were selected as a precaution. A wind check reconfirmed by the Tower of winds at 280/10 at the airport. We continued the approach and landing. The aircraft weight was at max landing weight due to the large quantity of ferry fuel we were carrying; thus dictating a high approach speed. The sensation of a tailwind persisted throughout landing and rollout. The narrower than normal runway contributed to the sensation. All of these factors left us to instinctively apply higher than normal brake pressure to the aircraft; so as to bring it to a more comfortable roll out ground speed. We rolled to the end of the runway where a turn and a backtrack was necessary. We were instructed to expedite the backtrack on the runway to the runway turn off. We completed and thus had to make a further brake application just prior to turn off. These actions plus ambient temperature for more than 30 C; apparently contributed to high enough brake temperatures; at our parking position; to 'melt' the fuse plugs on three tires. Unfortunately only two spare tires are kept at the airport. It is my opinion that we landed with a significant tailwind. Just as the winds had rapidly changed from 090/10 to 280/10 earlier; I think a further rapid reversal; back to a 090 direction was just as likely. I am told by pilots who flew this route regularly; the similar conditions and Tower reports are not rare occurrences at MTPP. It might be time to warn other pilots of the likelihood of these conditions; most of whom are new to this route. It might also be time to review the amount of ferry fuel carried to this airport.

Data retrieved from NASA's ASRS site as of April 2012 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.