Narrative:

Originally we were scheduled to fly mex-ord and during preflight planning I was informed that our passenger load would be restr due to weight for takeoff considerations. Temperature was 79 degrees F. Upon arrival at the aircraft I was informed that my company had decided to put more people onboard and reduce our fuel load and we would now plan an en route fuel stop in houston, iah. Taxi-out and takeoff at mexico city were normal. En route to iah we were contacted by our dispatcher who informed us that pieces of tire tread were found near the runway in mex and there was a possibility the tread had come from us. Since we didn't notice anything unusual on the takeoff we didn't think the tread had come from us and our response was that we would check the tires in iah. During the exterior inspection at iah we noticed the outer tread missing from the left outboard tire. Also, part of the gear door was broken off and there were small dents in the wing flap and fuselage. Are we asking too much of retreaded tires when we use improved flap 1 takeoff procedure which requires higher takeoff speeds? Supplemental information from acn 268677: had we better information that it was indeed our tread, we would have had emergency vehicles on standby in iah. If mex or dispatch was sure or fairly sure it was our tread, communication that. Takeoff in mex was with special gross weights flaps 1 degree improved in a B737-300 which results in higher than normal V1 vr V2. Our liftoff ground speed (from the INS GS readout) was 11 KTS below tire maximum limit speed.

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Original NASA ASRS Text

Title: RETREAD MAIN GEAR TIRE TREAD CAME OFF DURING TKOF CAUSING DAMAGE TO THE ACFT WHEEL DOOR, WING FLAP AND FUSELAGE. TKOF PROC ACFT CONFIGN ACFT GROSS WT PERFORMANCE.

Narrative: ORIGINALLY WE WERE SCHEDULED TO FLY MEX-ORD AND DURING PREFLT PLANNING I WAS INFORMED THAT OUR PAX LOAD WOULD BE RESTR DUE TO WT FOR TKOF CONSIDERATIONS. TEMP WAS 79 DEGS F. UPON ARR AT THE ACFT I WAS INFORMED THAT MY COMPANY HAD DECIDED TO PUT MORE PEOPLE ONBOARD AND REDUCE OUR FUEL LOAD AND WE WOULD NOW PLAN AN ENRTE FUEL STOP IN HOUSTON, IAH. TAXI-OUT AND TKOF AT MEXICO CITY WERE NORMAL. ENRTE TO IAH WE WERE CONTACTED BY OUR DISPATCHER WHO INFORMED US THAT PIECES OF TIRE TREAD WERE FOUND NEAR THE RWY IN MEX AND THERE WAS A POSSIBILITY THE TREAD HAD COME FROM US. SINCE WE DIDN'T NOTICE ANYTHING UNUSUAL ON THE TKOF WE DIDN'T THINK THE TREAD HAD COME FROM US AND OUR RESPONSE WAS THAT WE WOULD CHK THE TIRES IN IAH. DURING THE EXTERIOR INSPECTION AT IAH WE NOTICED THE OUTER TREAD MISSING FROM THE L OUTBOARD TIRE. ALSO, PART OF THE GEAR DOOR WAS BROKEN OFF AND THERE WERE SMALL DENTS IN THE WING FLAP AND FUSELAGE. ARE WE ASKING TOO MUCH OF RETREADED TIRES WHEN WE USE IMPROVED FLAP 1 TKOF PROCEDURE WHICH REQUIRES HIGHER TKOF SPDS? SUPPLEMENTAL INFO FROM ACN 268677: HAD WE BETTER INFO THAT IT WAS INDEED OUR TREAD, WE WOULD HAVE HAD EMER VEHICLES ON STANDBY IN IAH. IF MEX OR DISPATCH WAS SURE OR FAIRLY SURE IT WAS OUR TREAD, COM THAT. TKOF IN MEX WAS WITH SPECIAL GROSS WTS FLAPS 1 DEG IMPROVED IN A B737-300 WHICH RESULTS IN HIGHER THAN NORMAL V1 VR V2. OUR LIFTOFF GND SPD (FROM THE INS GS READOUT) WAS 11 KTS BELOW TIRE MAX LIMIT SPD.

Data retrieved from NASA's ASRS site as of July 2007 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.