Narrative:

I taxied the aircraft from the ramp for takeoff. I was cleared for takeoff and started the takeoff roll. I observed that the aircraft did not accelerate normally and elected to execute an aborted takeoff; per the aircraft emergency procedures. Following normal operations; I pulled power to idle and let the aircraft decelerated below seventy knots prior to feeding in brakes. I back-taxied to taxiway south and exited the runway. At that point; the left tire blew. I did not know there was also a left brake fire until I saw the fire trucks approaching. The fire trucks put out the fire and a normal exit was made. (Note - I got no response from tower after being cleared for takeoff. The fire trucks observed the incident and responded on their own - their fast response probably prevented more damage.) several factors carry a risk for blown tires/brake fire during an aborted takeoff. I believe the tires were already hotter than normal due to a very long taxi for takeoff and hot OAT (91F). This aircraft does not have nose wheel steering. Below about forty knots the rudder becomes ineffective and brakes must be used to steer during taxi; further heating the brakes. (Note; the tire was new at the last annual inspection and only had six landings on it.) preventative measures could include: limiting taxi distance on hot days at large airfields (getting towed out farther for start); and minimizing the amount of taxi used to get off the runway after the abort. However; an aborted takeoff is an emergency procedure and will always carry some risk of blown tires/hot brakes. The aircraft was towed to a safe location. The blown tire stayed attached to the wheel and appeared to protect the rim during towing. I brought in an experienced a&P mechanic to inspect and advise. We both agreed the safest action would be to do an nd(non destructive) inspection of the wheel and an inspection of the left brake assembly prior to flying the aircraft home.

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Original NASA ASRS Text

Title: A pilot reports rejecting a takeoff due to poor acceleration. During taxi in a tire fails and a brake fire erupts; but is quickly extinguished by an alert fire crew.

Narrative: I taxied the aircraft from the ramp for takeoff. I was cleared for takeoff and started the takeoff roll. I observed that the aircraft did not accelerate normally and elected to execute an aborted takeoff; per the aircraft emergency procedures. Following normal operations; I pulled power to idle and let the aircraft decelerated below seventy knots prior to feeding in brakes. I back-taxied to Taxiway S and exited the runway. At that point; the left tire blew. I did not know there was also a left brake fire until I saw the fire trucks approaching. The fire trucks put out the fire and a normal exit was made. (Note - I got no response from Tower after being cleared for takeoff. The fire trucks observed the incident and responded on their own - their fast response probably prevented more damage.) Several factors carry a risk for blown tires/brake fire during an aborted takeoff. I believe the tires were already hotter than normal due to a very long taxi for takeoff and hot OAT (91F). This aircraft does not have nose wheel steering. Below about forty knots the rudder becomes ineffective and brakes must be used to steer during taxi; further heating the brakes. (Note; the tire was new at the last annual inspection and only had six landings on it.) Preventative measures could include: limiting taxi distance on hot days at large airfields (getting towed out farther for start); and minimizing the amount of taxi used to get off the runway after the abort. However; an aborted takeoff is an emergency procedure and will always carry some risk of blown tires/hot brakes. The aircraft was towed to a safe location. The blown tire stayed attached to the wheel and appeared to protect the rim during towing. I brought in an experienced A&P Mechanic to inspect and advise. We both agreed the safest action would be to do an ND(non destructive) inspection of the wheel and an inspection of the left brake assembly prior to flying the aircraft home.

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.