Narrative:

Day started with change of aircraft after the third repeat item concerning a gear warning horn occurring during mid flap extension procedure. After one hour delay we received the aircraft from the hangar to continue our sequence. The departing airport ground crew and all supporting individuals did an exceptional job getting us turned around to service our passengers. Now the events are about to start. After brake release and clearance to push we were moved no more than five feet when a loud bang sounded with a noticeable jerk from the tug. We realized the tow bar had snapped. I then communicated to the tug operator that I was going to apply brakes to stop the aircraft. We parked the brakes and then informed maintenance that we required an inspection. After further investigation; maintenance found the tow bar to be very rusty and no damage to aircraft was noted. We later pushed back and continued our flight. Arriving in terminal area weather was clear and winds were favoring runway xx for visual landings. Tower cleared us for our landing and after a normal touchdown tower immediately informed us that smoke was coming from our tail. I informed tower to have the fire and rescue trucks respond and keep monitoring the progress of the smoke from our tail section. I elected to clear the runway for assistance. I had the first officer inform the flight attendants of what was occurring and I then informed our passengers of my intentions to have the emergency trucks come by and inspect our aircraft. While waiting on the fire trucks our flight attendants informed us they heard a loud bang and noticeable jerk in the back of the aircraft during landing. Our brake temperature gauge was showing normal readings no higher than 220 but my first officer did inform me we did get the no wheel turn light on landing. The fire chief was on common frequency with us and informed me that the left outboard tire was blown and the inboard tire was low; temperatures were fine at the brake hubs. I considered removing our passengers off the aircraft on airport transportation to get weight off the wheels for towing but later found this airport was not equipped to do such. Consulted with maintenance there and we determined the aircraft could be towed to gate safely with current conditions. We kept passengers informed at all times about our intentions and assure them that there was no presence of danger. Our flight attendant from the rear of the aircraft then called to the flight deck to inform us that a doctor was onboard with his son who needed immediate attention; that his son's vital signs were critical. We called for paramedics to meet the aircraft at the gate and I elected to have them board from the rear of the aircraft from the aft stairs to attend to our passenger. After gate arrival and deplaning of our passengers I can't say enough about our professional crewmembers who did an exceptional job attending to our passengers and keeping them in a calm state at all times. I happened to talk to company maintenance personnel who were assigned to work on the aircraft and they found that the left outboard brake assembly was locked. They changed one of the brake valves and still after applying brakes; the outboard brakes still were releasing very slowly. They informed us they were really surprised that the aircraft didn't veer to the left with the conditions they found.

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Original NASA ASRS Text

Title: A MD80 tire blew on landing because of a locked brake.

Narrative: Day started with change of aircraft after the third repeat item concerning a gear warning horn occurring during mid flap extension procedure. After one hour delay we received the aircraft from the hangar to continue our sequence. The departing airport ground crew and all supporting individuals did an exceptional job getting us turned around to service our passengers. Now the events are about to start. After brake release and clearance to push we were moved no more than five feet when a loud bang sounded with a noticeable jerk from the tug. We realized the tow bar had snapped. I then communicated to the Tug Operator that I was going to apply brakes to stop the aircraft. We parked the brakes and then informed Maintenance that we required an inspection. After further investigation; Maintenance found the tow bar to be very rusty and no damage to aircraft was noted. We later pushed back and continued our flight. Arriving in terminal area weather was clear and winds were favoring Runway XX for visual landings. Tower cleared us for our landing and after a normal touchdown Tower immediately informed us that smoke was coming from our tail. I informed Tower to have the fire and rescue trucks respond and keep monitoring the progress of the smoke from our tail section. I elected to clear the runway for assistance. I had the First Officer inform the Flight Attendants of what was occurring and I then informed our passengers of my intentions to have the emergency trucks come by and inspect our aircraft. While waiting on the fire trucks our Flight Attendants informed us they heard a loud bang and noticeable jerk in the back of the aircraft during landing. Our brake temperature gauge was showing normal readings no higher than 220 but my First Officer did inform me we did get the NO WHEEL TURN light on landing. The Fire Chief was on common frequency with us and informed me that the left outboard tire was blown and the inboard tire was low; temperatures were fine at the brake hubs. I considered removing our passengers off the aircraft on airport transportation to get weight off the wheels for towing but later found this airport was not equipped to do such. Consulted with Maintenance there and we determined the aircraft could be towed to gate safely with current conditions. We kept passengers informed at all times about our intentions and assure them that there was no presence of danger. Our Flight Attendant from the rear of the aircraft then called to the flight deck to inform us that a Doctor was onboard with his son who needed immediate attention; that his son's vital signs were critical. We called for paramedics to meet the aircraft at the gate and I elected to have them board from the rear of the aircraft from the aft stairs to attend to our passenger. After gate arrival and deplaning of our passengers I can't say enough about our professional crewmembers who did an exceptional job attending to our passengers and keeping them in a calm state at all times. I happened to talk to Company Maintenance Personnel who were assigned to work on the aircraft and they found that the left outboard brake assembly was locked. They changed one of the brake valves and still after applying brakes; the outboard brakes still were releasing very slowly. They informed us they were really surprised that the aircraft didn't veer to the left with the conditions they found.

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.