Narrative:

The first officer was pilot flying. I was pilot not flying. From what I remember; wind was about 30-40 degrees off the nose; steady to the high teens; or low 20s; gusting to the low to mid-thirties. Windshear was prevalent. Maximum windshear was plus or minus about 8-10 KTS; but maximum differential between high to low never met; nor exceeded 20 KTS; which would be cause for a go-around. My first officer had performed numerous gusty crosswind landings before; so I had absolutely no apprehensions about him making this landing safely. Shortly after touchdown; I heard 'thump; thump; thump; etc.' I knew exactly what had happened; and told him to stop on the runway and not to attempt to taxi off; as the closest exit was a ways down the runway; and I didn't want to risk losing directional control; or causing damage to the rims. He stopped. I; at no time; thought the aircraft was in danger of losing directional control; or safety was compromised. It was a very easily manageable situation. During the event; I didn't notice that my first officer was on the brakes real hard. It certainly did not feel like it. I was more focused on the windshear and wind situation; and wasn't staring down at my first officer's feet; as he was landing. The tires blew before I felt any sort of lurching or inertial force from the use of brakes. Whether it was his use of brakes; or some sort of mechanical malfunction with the brake system; I don't know. He told me he did not get on the brakes hard; and to me; it didn't feel as such. After we had stopped; on the runway; I immediately made a CTAF call to traffic in the area; to let them know that we were disabled on the runway; and that the runway was effectively unusable. After the CTAF call; I called dispatch to tell them what had happened. Because ATC is not reachable by radio on the ground; I told him to immediately contact ATC; and let them know that the runway was unusable. We continued making CTAF calls; periodically; to ensure that aircraft who were not in touch with ATC knew that the runway was unusable. I was transferred to maintenance control; and they advised that we should not taxi the aircraft with both the mains blown out; on one side. As we were making CTAF calls the airport manager was listening in and drove over to check out the situation. I then coordinated transportation for the passengers; which involved a bunch of personal vehicles driving out to the runway to bring them to the terminal. This summarizes the event.if windshear is suspected; or other challenging landing situations present themselves; it may be helpful; during an approach briefing; to outline ways of ensuring that events like this do not take place. We did brief the possibility of windshear and the gusty situation; but we did not speak about the appropriate use of brakes.

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Original NASA ASRS Text

Title: A BE1900 flight crew stopped safely on the runway after suffering two flat main gear tires following a landing in gusty crosswind conditions.

Narrative: The First Officer was pilot flying. I was pilot not flying. From what I remember; wind was about 30-40 degrees off the nose; steady to the high teens; or low 20s; gusting to the low to mid-thirties. Windshear was prevalent. Maximum windshear was plus or minus about 8-10 KTS; but maximum differential between high to low never met; nor exceeded 20 KTS; which would be cause for a go-around. My First Officer had performed numerous gusty crosswind landings before; so I had absolutely no apprehensions about him making this landing safely. Shortly after touchdown; I heard 'thump; thump; thump; etc.' I knew exactly what had happened; and told him to stop on the runway and not to attempt to taxi off; as the closest exit was a ways down the runway; and I didn't want to risk losing directional control; or causing damage to the rims. He stopped. I; at no time; thought the aircraft was in danger of losing directional control; or safety was compromised. It was a very easily manageable situation. During the event; I didn't notice that my First Officer was on the brakes real hard. It certainly did not feel like it. I was more focused on the windshear and wind situation; and wasn't staring down at my First Officer's feet; as he was landing. The tires blew before I felt any sort of lurching or inertial force from the use of brakes. Whether it was his use of brakes; or some sort of mechanical malfunction with the brake system; I don't know. He told me he did not get on the brakes hard; and to me; it didn't feel as such. After we had stopped; on the runway; I immediately made a CTAF call to traffic in the area; to let them know that we were disabled on the runway; and that the runway was effectively unusable. After the CTAF call; I called Dispatch to tell them what had happened. Because ATC is not reachable by radio on the ground; I told him to immediately contact ATC; and let them know that the runway was unusable. We continued making CTAF calls; periodically; to ensure that aircraft who were not in touch with ATC knew that the runway was unusable. I was transferred to Maintenance Control; and they advised that we should NOT taxi the aircraft with both the mains blown out; on one side. As we were making CTAF calls the airport manager was listening in and drove over to check out the situation. I then coordinated transportation for the passengers; which involved a bunch of personal vehicles driving out to the runway to bring them to the terminal. This summarizes the event.If windshear is suspected; or other challenging landing situations present themselves; it may be helpful; during an approach briefing; to outline ways of ensuring that events like this do not take place. We did brief the possibility of windshear and the gusty situation; but we did not speak about the appropriate use of brakes.

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.