Narrative:

During our departure; at rotation; the anti-skid inop light illuminated. We continued the climb and cleaned up the aircraft. We ran the QRH checklist for the light and began discussing our options. On climb out; the flight attendant notified us that a passenger in row 20 said he felt something hit the fuselage during our takeoff roll. We continued our climb and about 10-15 minutes later the flight attendants said that the consensus from many of the passengers in the back part of the aircraft was that we may have blown a tire. The flight deck crew (including company captain on jumpseat) did not hear or observe anything unusual on the takeoff other than the anti-skid light. I began to run through the scenario of a blown/shredded tire taking out the anti-skid box or some components of that system. We began the process of trying to communicate with dispatch through various frequencies and had limited success at best. Through another company aircraft we finally got the information relayed and we planned our return. We received an ACARS message from dispatch stating that they had requested a runway inspection and indeed debris was found. An ACARS 'no comm' message popped up several times which did not help the situation. We informed the passengers of our intention to return. During the return we noticed the a hydraulic system quantity dropping and when it got below 20% the engine low pressure light illuminated. We ran the QRH checklist for that and also looked at the QRH for a complete a system failure. We declared an emergency with center due to degraded braking and probable blown tire/tires. Operations was informed of our intent to stop and shutdown on the runway and we requested maintenance and tug to be standing by. We informed the flight attendants and passengers of the situation and that emergency equipment would be in position as a precaution. We were vectored for a visual approach to 7L; in our opinion the best option. At flaps 40 landing was executed with a noticeable drag/directional issue. During roll out our B system quantity went to 35%. We came to a complete stop near the end of 7L and the aircraft was looked over by fire/rescue personnel. No flames or hot spots noticed. We shut down the engines and company maintenance personnel requested us to turn off all hydraulic pumps and awaited the tug. We were towed to the gate with all passengers aboard. We deplaned the passengers and made all logbook entries.

Related reports:

Google
 

Original NASA ASRS Text

Title: B737-700 flight crew experiences an Anti-Skid Inop light at lift off. Soon after a Flight Attendant informs that a passenger saw a tire throw its tread. After discussions with Dispatch and Hydraulic System A fluid loss the crew elects to return to the departure airport.

Narrative: During our departure; at rotation; the Anti-Skid Inop light illuminated. We continued the climb and cleaned up the aircraft. We ran the QRH checklist for the light and began discussing our options. On climb out; the Flight Attendant notified us that a passenger in row 20 said he felt something hit the fuselage during our takeoff roll. We continued our climb and about 10-15 minutes later the flight attendants said that the consensus from many of the Passengers in the back part of the aircraft was that we may have blown a tire. The flight deck crew (including Company Captain on jumpseat) did not hear or observe anything unusual on the takeoff other than the Anti-Skid light. I began to run through the scenario of a blown/shredded tire taking out the Anti-Skid box or some components of that system. We began the process of trying to communicate with Dispatch through various frequencies and had limited success at best. Through another company aircraft we finally got the information relayed and we planned our return. We received an ACARS message from Dispatch stating that they had requested a runway inspection and indeed debris was found. An ACARS 'No COMM' message popped up several times which did not help the situation. We informed the passengers of our intention to return. During the return we noticed the A Hydraulic System quantity dropping and when it got below 20% the Engine Low Pressure light illuminated. We ran the QRH checklist for that and also looked at the QRH for a complete A System failure. We Declared an emergency with Center due to degraded braking and probable blown tire/tires. Operations was informed of our intent to stop and shutdown on the runway and we requested Maintenance and tug to be standing by. We informed the flight attendants and passengers of the situation and that emergency equipment would be in position as a precaution. We were vectored for a visual approach to 7L; in our opinion the best option. At flaps 40 landing was executed with a noticeable drag/directional issue. During roll out our B System quantity went to 35%. We came to a complete stop near the end of 7L and the aircraft was looked over by Fire/Rescue Personnel. No flames or hot spots noticed. We shut down the engines and Company Maintenance personnel requested us to turn off all hydraulic pumps and awaited the tug. We were towed to the gate with all passengers aboard. We deplaned the passengers and made all logbook entries.

Data retrieved from NASA's ASRS site 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.