Narrative:

I was assigned a pre-positioning leg for a part 135 charter flight and a third post-positioning flight back to base. This flight pairing took place in a cessna citation bravo. I was assigned as first officer. At the captain's request; I was pilot flying for the first two legs from the left pilot seat. The first flight leg; the pre-position; was uneventful. IMC with moderate snow prevailed at our time of arrival. We parked the aircraft on the ramp; greeted our passengers; refueled and loaded the aircraft for taxi to the designated de-ice ramp. These activities took approximately 30 minutes. The captain used a snow broom to brush most of the snow from the wings of the aircraft. We then taxied to the de-ice ramp. Snow had continued to fall at a moderate rate since our arrival. The captain decided to use type 1 de-ice fluid on the aircraft. We began our de-icing after confirming with the control tower that there would be no delays due to snow plowing operations at the airport. After de-icing the aircraft; we received our clearance to taxi for departure.upon nearing the end of the runway; several snow plows were completing a run down the runway. They cleared the runway at the end; and there was a minute or two delay while we waited for them to move off of the taxiway. We arrived at the end of the runway; and completed our pre-takeoff five-minute contamination check procedure as required by our opspecs. I observed snow adhering to the top of the left wing; so we returned to the ramp for a second de-ice cycle. After de-icing a second time; this time with type 1 fluid followed by type 4 fluid; we again taxied to the runway. By this time; snow had been continually falling since our arrival approximately one hour before; and the snowplows had not performed any snow removal on the taxiway; though runway snow depth was reported as one inch. We taxied through snow that appeared to be 5-6 inches deep to get to the runway. Upon reaching the runway a second time; we completed our pre-takeoff contamination check again. Upon determining that the aircraft did not have any snow adhering to the wing surfaces; we accepted our takeoff clearance. While taxiing onto the runway; I noticed that the surface braking action was poor. It also felt as if the left main tire was dragging. I noted this to the captain; and attempted to taxi forward a few feet on the runway; while he asked for a short delay for takeoff. I did not feel any further resistance from the tire; and; convinced both tires were freely rotating; commenced the takeoff. After takeoff; the captain raised the landing gear; and then cycled the gear once.the duration of the flight to our passengers' destination was approximately one and one half hour. As we neared the airport; IMC with light snow and strong winds were being reported for the airport. We asked for and received clearance for the VOR approach. By the time we joined the approach; ATC informed us that conditions at the airport were 'improving rapidly.' shortly after beginning the approach; we reached VMC; and we received a visual approach clearance for the runway. Upon touchdown on the runway; the landing seemed normal. The runway surface was wet; but there was no standing water. As we slowed through approximately 80 KIAS; I noticed that the aircraft was starting toward the left edge of the runway; and that I could not counter this with rudder application or differential braking. The aircraft came to a stop about 15 ft left of the centerline and approximately 100 ft short of a taxiway. The deceleration was fairly abrupt; but not at all violent. The captain radioed the tower to inform them that we were disabled on the runway; and he coordinated with the FBO to send a vehicle to pick up our passengers. I told the passengers that it appeared snow in the wheel brakes had caused them to freeze in position; and that we could not move. I told them that they should stay seated until a vehicle arrived to pick them up. The airport operations worker advised that he would issue a NOTAM showing the runway closed. I coordinated with him and our company maintenance personnel to find a company to move and repair the aircraft. Upon inspection of the aircraft; I found that both main tires were flat. There was no other visible damage to the aircraft. Within 45 minutes; personnel from a local maintenance FBO arrived. After determining that they could not tow the aircraft from the runway in its current position; they placed the aircraft on jacks and replaced the main wheels with 'recovery wheels.' they then slowly towed the aircraft to the ramp.from the time of our landing to the time the aircraft was removed from the runway; approximately four hours passed. It is my belief that the deep snow we taxied through prior to takeoff froze within the brake mechanisms of the main wheels; and stayed frozen until our landing. The temperature on arrival was approximately 0 degrees celsius. I believe that when the aircraft touched down on the wet runway surface; the tires likely hydroplaned and melted through before they ever spun up at all. I feel that this incident could have possibly been prevented if we; as the flight crew; paid more attention to ensuring that the brake assemblies were deiced thoroughly before departure; and if we had delayed our taxi until the ground crews had plowed the snow on the taxiways. I believe that as a flight crew; we could have shown more patience; as I believe we felt pressured to depart; since we were already behind schedule. Also; I felt that the snow plowing operation was insufficient; and could use either more manpower; more equipment; or both.

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Original NASA ASRS Text

Title: A CE550B's main gear tires blew upon landing after the aircraft had departed an airport after taxiing through heavy drifting snow. De-ice fluid had not been applied to the brakes.

Narrative: I was assigned a pre-positioning leg for a Part 135 charter flight and a third post-positioning flight back to base. This flight pairing took place in a Cessna Citation Bravo. I was assigned as First Officer. At the Captain's request; I was Pilot Flying for the first two legs from the left pilot seat. The first flight leg; the pre-position; was uneventful. IMC with moderate snow prevailed at our time of arrival. We parked the aircraft on the ramp; greeted our passengers; refueled and loaded the aircraft for taxi to the designated de-ice ramp. These activities took approximately 30 minutes. The Captain used a snow broom to brush most of the snow from the wings of the aircraft. We then taxied to the de-ice ramp. Snow had continued to fall at a moderate rate since our arrival. The Captain decided to use Type 1 de-ice fluid on the aircraft. We began our de-icing after confirming with the Control Tower that there would be no delays due to snow plowing operations at the airport. After de-icing the aircraft; we received our clearance to taxi for departure.Upon nearing the end of the runway; several snow plows were completing a run down the runway. They cleared the runway at the end; and there was a minute or two delay while we waited for them to move off of the taxiway. We arrived at the end of the runway; and completed our Pre-Takeoff Five-Minute Contamination Check procedure as required by our OpSpecs. I observed snow adhering to the top of the left wing; so we returned to the ramp for a second de-ice cycle. After de-icing a second time; this time with Type 1 fluid followed by Type 4 fluid; we again taxied to the runway. By this time; snow had been continually falling since our arrival approximately one hour before; and the snowplows had not performed any snow removal on the taxiway; though runway snow depth was reported as one inch. We taxied through snow that appeared to be 5-6 inches deep to get to the runway. Upon reaching the runway a second time; we completed our Pre-Takeoff Contamination Check again. Upon determining that the aircraft did not have any snow adhering to the wing surfaces; we accepted our takeoff clearance. While taxiing onto the runway; I noticed that the surface braking action was poor. It also felt as if the left main tire was dragging. I noted this to the Captain; and attempted to taxi forward a few feet on the runway; while he asked for a short delay for takeoff. I did not feel any further resistance from the tire; and; convinced both tires were freely rotating; commenced the takeoff. After takeoff; the Captain raised the landing gear; and then cycled the gear once.The duration of the flight to our passengers' destination was approximately one and one half hour. As we neared the airport; IMC with light snow and strong winds were being reported for the airport. We asked for and received clearance for the VOR approach. By the time we joined the approach; ATC informed us that conditions at the airport were 'improving rapidly.' Shortly after beginning the approach; we reached VMC; and we received a visual approach clearance for the runway. Upon touchdown on the runway; the landing seemed normal. The runway surface was wet; but there was no standing water. As we slowed through approximately 80 KIAS; I noticed that the aircraft was starting toward the left edge of the runway; and that I could not counter this with rudder application or differential braking. The aircraft came to a stop about 15 FT left of the centerline and approximately 100 FT short of a taxiway. The deceleration was fairly abrupt; but not at all violent. The Captain radioed the Tower to inform them that we were disabled on the runway; and he coordinated with the FBO to send a vehicle to pick up our passengers. I told the passengers that it appeared snow in the wheel brakes had caused them to freeze in position; and that we could not move. I told them that they should stay seated until a vehicle arrived to pick them up. The airport operations worker advised that he would issue a NOTAM showing the runway closed. I coordinated with him and our company maintenance personnel to find a company to move and repair the aircraft. Upon inspection of the aircraft; I found that both main tires were flat. There was no other visible damage to the aircraft. Within 45 minutes; personnel from a local maintenance FBO arrived. After determining that they could not tow the aircraft from the runway in its current position; they placed the aircraft on jacks and replaced the main wheels with 'recovery wheels.' They then slowly towed the aircraft to the ramp.From the time of our landing to the time the aircraft was removed from the runway; approximately four hours passed. It is my belief that the deep snow we taxied through prior to takeoff froze within the brake mechanisms of the main wheels; and stayed frozen until our landing. The temperature on arrival was approximately 0 degrees Celsius. I believe that when the aircraft touched down on the wet runway surface; the tires likely hydroplaned and melted through before they ever spun up at all. I feel that this incident could have possibly been prevented if we; as the flight crew; paid more attention to ensuring that the brake assemblies were deiced thoroughly before departure; and if we had delayed our taxi until the ground crews had plowed the snow on the taxiways. I believe that as a flight crew; we could have shown more patience; as I believe we felt pressured to depart; since we were already behind schedule. Also; I felt that the snow plowing operation was insufficient; and could use either more manpower; more equipment; or both.

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.