HAWKER 800XP FLT CREW EXPERIENCES BOTH RIGHT MAIN TIRES BLOW UPON LANDING AND SUBSEQUENT DIRECTIONAL CONTROL DIFFICULTIES.

Narrative

THE APCH TO THE RWY WAS NORMAL AND THE ACFT WAS FULLY CONFIGURED BY 1000 FT AGL. THE PREVAILING CONDITIONS WERE CONSISTENT WITH THE RPT FROM THE TWR AS I OBSERVED VARYING DEGREES OF TURB WITH SOME FLUCTUATIONS IN AIRSPD. A NORMAL LNDG WAS MADE BY TOUCHING DOWN ON THE MAIN GEAR AND THEN LOWERING THE NOSEWHEEL TO THE RWY. THE ACFT WAS TRAVELING DOWN THE RWY IN A STRAIGHT LINE AND PARALLEL TO THE CTRLINE. WITHIN A FEW SECONDS OF TOUCHING DOWN; THE ACFT MADE AN UNCOMMANDED YAW MOMENT TO THE R. THIS CAUSED THE ACFT TO LEAVE THE CTRLINE OF THE RWY. AT THIS TIME I ADDED ONLY L RUDDER PRESSURE IN AN ATTEMPT TO STOP THE R YAWING MOMENT. THE ACFT DID NOT RESPOND WITH RUDDER PRESSURE ALONE AND CONTINUED TOWARD THE EDGE OF THE RWY. I THEN UTILIZED THE ACFT TILLER TO CTL THE DIRECTION OF THE ACFT. WITH THE INPUT OF THE TILLER; THE ACFT IMMEDIATELY RESPONDED AND BEGIN TO RAPIDLY CORRECT TO THE CTRLINE. THIS RAPID CORRECTION IN CONJUNCTION WITH THE WIND FROM THE L SIDE OF THE ACFT COULD HAVE CONTRIBUTED TO A WEATHERVANE EFFECT WHICH CAUSED THE ACFT TO BEGIN A SLIGHT SKID TO THE L. ADDITIONAL CORRECTIVE ACTION WITH THE TILLER WAS SUFFICIENT TO MAINTAIN DIRECTIONAL CTL AND STOP THE SKID. WITH DEGRADED DIRECTIONAL CONTROLLABILITY; THE ACFT THRUST REVERSERS WERE NOT UTILIZED. THE ACFT APPEARED TO HAVE DEFLATED TIRE(S) ON THE R MAIN LNDG GEAR. ONCE SAFELY OFF THE RWY; I BROUGHT THE ACFT TO A STOP AND NOTIFIED TWR. ONCE TWR WAS NOTIFIED; I SHUT DOWN THE L ENG AND IT WAS DISCOVERED THAT BOTH TIRES ON THE R MAIN GEAR HAD INDEED BEEN DAMAGED. THE ACFT WAS TOWED TO THE HANGAR WITHOUT INCIDENT.