Narrative:

The landing checklist was complete and the aircraft was on profile and on speed. The winds were from direction 290 at about 18 knots on runway 36L with some convective activity and turbulence presumably from nearby structures. The flap setting was 30 and the auto brakes were set at 3. The PF (pilot flying) flew the aircraft in a crab and decrabbed just prior to touchdown with slight upwind wing down. The touchdown was normal and on the upwind main gear first. Deceleration seemed normal with only a few lurches which seemed as if the anti-skid was releasing. As the aircraft slowed a noticeable bang was heard. The aircraft slowed to taxi speed and turned off the runway onto the parallel taxiway. At this time the tower informed us that smoke was observed coming from the landing gear on landing. The tower asked us if we could continue taxi. We informed them that yes we could taxi forward but we wanted someone from the fire house or airport to take a look at the landing gear. We taxied forward abeam the fire house and came to a stop. We shut down the #2 engine and started the APU. A PA announcement was made to explain the situation and to ease the minds of the passengers. Shortly; the tower informed us that a tire had been blown on the starboard main gear truck. (Incidentally; there was a short period of confusion because of the way the tower controller pronounced tire. I thought he said 'damaged tail' versus 'damaged tire' which really threw me for a minute). We initiated a call to dispatch with a phone patch to [maintenance control]. We informed them of the situation and sought a recommendation as to whether we should taxi or not with one tire blown. He suggested that our own maintenance people look at the aircraft. We concurred. Communication with operations was established and we requested maintenance to come to the aircraft to assess the situation. Maintenance arrived at the aircraft and asked for us to shut down the #1 engine. They inspected the landing gear and informed us that there were 4 blown tires. Two on the left main truck and two on the right main truck. The tires that were blown were the #3; #5; #6 and #8. Maintenance informed us that they wanted to tow us to a remote parking spot. There were two status messages that were observed after landing; gear indication system and automatic speedbrake. The gear synoptic was open while waiting for maintenance to arrive. The temperatures were all normal and not elevated after 15 minutes from landing.approach was flown with a/T (auto throttle) and a/P (auto pilot) on. A/P was disconnected at approximately 400 ft. Target speed was 135 kts. Aircraft gross weight was 405;000 pounds.

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Original NASA ASRS Text

Title: B777 flight crew reported several tires were blown during landing rollout.

Narrative: The landing checklist was complete and the aircraft was on profile and on speed. The winds were from direction 290 at about 18 knots on runway 36L with some convective activity and turbulence presumably from nearby structures. The flap setting was 30 and the auto brakes were set at 3. The PF (Pilot Flying) flew the aircraft in a crab and decrabbed just prior to touchdown with slight upwind wing down. The touchdown was normal and on the upwind main gear first. Deceleration seemed normal with only a few lurches which seemed as if the anti-skid was releasing. As the aircraft slowed a noticeable bang was heard. The aircraft slowed to taxi speed and turned off the runway onto the parallel taxiway. At this time the tower informed us that smoke was observed coming from the landing gear on landing. The tower asked us if we could continue taxi. We informed them that yes we could taxi forward but we wanted someone from the fire house or airport to take a look at the landing gear. We taxied forward abeam the fire house and came to a stop. We shut down the #2 engine and started the APU. A PA announcement was made to explain the situation and to ease the minds of the passengers. Shortly; the tower informed us that a tire had been blown on the starboard main gear truck. (Incidentally; there was a short period of confusion because of the way the tower controller pronounced tire. I thought he said 'damaged tail' versus 'damaged tire' which really threw me for a minute). We initiated a call to dispatch with a phone patch to [maintenance control]. We informed them of the situation and sought a recommendation as to whether we should taxi or not with one tire blown. He suggested that our own maintenance people look at the aircraft. We concurred. Communication with operations was established and we requested maintenance to come to the aircraft to assess the situation. Maintenance arrived at the aircraft and asked for us to shut down the #1 engine. They inspected the landing gear and informed us that there were 4 blown tires. Two on the left main truck and two on the right main truck. The tires that were blown were the #3; #5; #6 and #8. Maintenance informed us that they wanted to tow us to a remote parking spot. There were two status messages that were observed after landing; GEAR INDICATION SYS and AUTO SPEEDBRAKE. The GEAR synoptic was open while waiting for maintenance to arrive. The temperatures were all normal and not elevated after 15 minutes from landing.Approach was flown with A/T (Auto Throttle) and A/P (Auto Pilot) on. A/P was disconnected at approximately 400 ft. Target speed was 135 kts. Aircraft gross weight was 405;000 pounds.

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.