Narrative:

On takeoff we experienced significant vibration in the control yolk at rotation. Normal after takeoff procedures; handed over to departure. Discussed with captain possibility of blown tire; the vibration was much more severe than typical nose wheel(s) being out of balance. Decided to contact tower to ask if they could check the runway for any tire debris or other parts so we could assess possible damage. Tower confirmed tire debris on the runway and passengers seated near #3 tire saw the tire come apart; all flight deck indications; gear; engine; hydraulics normal. Contacted company maintenance and dispatch agreed best course was to continue to destination; which would allow us to burn fuel (lower landing weight; less stress on #4 tire) and give us time to discuss/plan/prepare for the landing and contingencies. We descended to lower altitude to burn additional fuel for lower landing weight. We were planning a normal gear extension and had talked to maintenance to discus this; they agreed. We declared an emergency. While preparing for landing; company informed us that operations had found composite material along with the tire pieces; indicating possible damage to the gear doors. Not knowing how the gear doors might be compromised we elected to proceed with an alternate gear extension. Once the alternate extension was completed I went back into the cabin to visually inspect the #3 and #4 tire and also the gear doors. This was accomplished via the approved method of pilot for flight attendant swap; secure flight deck procedures. The #3 tire was significantly damaged but #4 looked to be in good shape. Minor gear door damage; we notified [airport] operations that we would need a tow once on the runway. We landed without incident and came to a stop on the runway; started the APU and accomplished normal engine shutdown procedures. After an inspection by the fire crew and our maintenance we were towed to the gate. Gear pins were inserted; nose gear lock engaged and a tow bar was used so as not to damage the forward nose gear doors. We elected to leave the flaps down for maintenance to inspect in case any of the separated tire pieces were ejected up into the extended flaps on takeoff.

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Original NASA ASRS Text

Title: Q400 flight crew experiences a tire failure during takeoff and elects to continue to destination for landing. A normal landing ensues with a tow to the gate.

Narrative: On takeoff we experienced significant vibration in the control yolk at rotation. Normal after takeoff procedures; handed over to Departure. Discussed with Captain possibility of blown tire; the vibration was much more severe than typical nose wheel(s) being out of balance. Decided to contact Tower to ask if they could check the runway for any tire debris or other parts so we could assess possible damage. Tower confirmed tire debris on the runway and passengers seated near #3 tire saw the tire come apart; all flight deck indications; gear; engine; hydraulics normal. Contacted Company Maintenance and Dispatch agreed best course was to continue to destination; which would allow us to burn fuel (lower landing weight; less stress on #4 tire) and give us time to discuss/plan/prepare for the landing and contingencies. We descended to lower altitude to burn additional fuel for lower landing weight. We were planning a normal gear extension and had talked to Maintenance to discus this; they agreed. We declared an emergency. While preparing for landing; company informed us that operations had found composite material along with the tire pieces; indicating possible damage to the gear doors. Not knowing how the gear doors might be compromised we elected to proceed with an alternate gear extension. Once the alternate extension was completed I went back into the cabin to visually inspect the #3 and #4 tire and also the gear doors. This was accomplished via the approved method of pilot for Flight Attendant swap; secure flight deck procedures. The #3 tire was significantly damaged but #4 looked to be in good shape. Minor gear door damage; we notified [Airport] Operations that we would need a tow once on the runway. We landed without incident and came to a stop on the runway; started the APU and accomplished normal engine shutdown procedures. After an inspection by the fire crew and our Maintenance we were towed to the gate. Gear pins were inserted; nose gear lock engaged and a tow bar was used so as not to damage the forward nose gear doors. We elected to leave the flaps down for Maintenance to inspect in case any of the separated tire pieces were ejected up into the extended flaps on takeoff.

Data retrieved from NASA's ASRS site as of July 2013 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.