Narrative:

On takeoff roll, everything was normal, V1 was 162 KTS. Just after V1 we heard a loud bang, as though we hit a hole on the runway. Vr was called and there was a normal liftoff. However the wheels sounded loud. Both the captain and I looked at each other and asked if we had blown a tire. I indicated that I thought we had. We had several seconds of rubber burning smell. I purposely left the gear down until the wheels stopped rotating and then called for gear up and the gear was retracted. On climb out, I pulled the heading knob on the flight director to give me a heading command of 085 degrees. I started flying to join the commands of the flight director. I then started noticing the commands were not responding on the flight director, then I checked the flight management annunciator, and the pitch mode was in vertical speed even before I adjusted the vertical speed knob. I then sensed that my heading indicator was not correct, as I expected to intercept the pxr 075 degree radial. Knowing the departure path tries to go over the salt river, I started adjusting my heading visually. That is when I noticed flags on my ADI and HSI. I pointed this out to the captain. I then called for flaps up and slats retract and pushed climb power on the automatic throttle. At this time we were on departure control frequency and they gave us a heading of 040 degrees to intercept the pxr 054 degree radial. Departure advised us that tower had reported there was tire debris on the runway by the trailing aircraft. We responded that we thought we may have blown a tire, and we had other problems as well. The captain was switching the #2 ahrs to directional gyroscope and we were both trying to get the instruments back. He checked the circuit breakers and all were in. At this time, we decided to hold in the phoenix area to see if we could restore the instruments. We divided duties, I was to fly the aircraft and talk to departure control, the captain was talking to the company on #2 radio. Company radio patched into maintenance and dispatch. We thought there was a power outage to the instruments. I was turning, trying to get into the holding pattern, when I discovered I was overbanking to about 45 degrees. As I started to use the standby horizon to keep from overbanking, I started fixating on it and would lose 200-300 ft in altitude. It took me 1 complete turn in the holding pattern to get accustomed to the scan. I asked and received clearance for 20 mi legs to keep turns to a minimum. I also had to compare my heading indicator to the standby compass, behind my left shoulder with the use of a mirror. We did maybe 4 or 5 turns. During this time, the captain briefed the flight attendants and informed the passenger and was conferring with maintenance by radio. After about 45 mins the captain decided we were all ready to attempt the landing. We reviewed the emergency evacuate/evacuation procedures several times then we proceeded to do a fly-by so that the tower could inspect our nosewheels. They told us we had 2 shredded tires. The landing was very smooth and the captain held off the nose as long as possible. When it touched down it sounded very rough. We came to a stop on the runway and the fire fighters checked the nosewheels. Callback conversation with reporter revealed the following information: the reporter says that after they landed the maintenance personnel in phx said that there was a procedure that may have regained their instrumentation for them, but they did not mention this during the extensive airborne discussion with both phx and mci maintenance bases. The instruments were lost when rubber pieces struck the bottom of the md-82's east&east compartment. The tires' caps apparently came off when they struck a raised joint on the very hot runway.

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Original NASA ASRS Text

Title: ACFT EQUIP PROB. ACR NOSE GEAR TIRE CAPS ARE THROWN OFF AND THE PIECES STRIKE AND E&E COMPARTMENT CAUSING NUMEROUS FLT INST MALFUNCTIONS.

Narrative: ON TKOF ROLL, EVERYTHING WAS NORMAL, V1 WAS 162 KTS. JUST AFTER V1 WE HEARD A LOUD BANG, AS THOUGH WE HIT A HOLE ON THE RWY. VR WAS CALLED AND THERE WAS A NORMAL LIFTOFF. HOWEVER THE WHEELS SOUNDED LOUD. BOTH THE CAPT AND I LOOKED AT EACH OTHER AND ASKED IF WE HAD BLOWN A TIRE. I INDICATED THAT I THOUGHT WE HAD. WE HAD SEVERAL SECONDS OF RUBBER BURNING SMELL. I PURPOSELY LEFT THE GEAR DOWN UNTIL THE WHEELS STOPPED ROTATING AND THEN CALLED FOR GEAR UP AND THE GEAR WAS RETRACTED. ON CLBOUT, I PULLED THE HDG KNOB ON THE FLT DIRECTOR TO GIVE ME A HDG COMMAND OF 085 DEGS. I STARTED FLYING TO JOIN THE COMMANDS OF THE FLT DIRECTOR. I THEN STARTED NOTICING THE COMMANDS WERE NOT RESPONDING ON THE FLT DIRECTOR, THEN I CHKED THE FLT MGMNT ANNUNCIATOR, AND THE PITCH MODE WAS IN VERT SPD EVEN BEFORE I ADJUSTED THE VERT SPD KNOB. I THEN SENSED THAT MY HDG INDICATOR WAS NOT CORRECT, AS I EXPECTED TO INTERCEPT THE PXR 075 DEG RADIAL. KNOWING THE DEP PATH TRIES TO GO OVER THE SALT RIVER, I STARTED ADJUSTING MY HDG VISUALLY. THAT IS WHEN I NOTICED FLAGS ON MY ADI AND HSI. I POINTED THIS OUT TO THE CAPT. I THEN CALLED FOR FLAPS UP AND SLATS RETRACT AND PUSHED CLB PWR ON THE AUTO THROTTLE. AT THIS TIME WE WERE ON DEP CTL FREQ AND THEY GAVE US A HDG OF 040 DEGS TO INTERCEPT THE PXR 054 DEG RADIAL. DEP ADVISED US THAT TWR HAD RPTED THERE WAS TIRE DEBRIS ON THE RWY BY THE TRAILING ACFT. WE RESPONDED THAT WE THOUGHT WE MAY HAVE BLOWN A TIRE, AND WE HAD OTHER PROBS AS WELL. THE CAPT WAS SWITCHING THE #2 AHRS TO DIRECTIONAL GYROSCOPE AND WE WERE BOTH TRYING TO GET THE INSTS BACK. HE CHKED THE CIRCUIT BREAKERS AND ALL WERE IN. AT THIS TIME, WE DECIDED TO HOLD IN THE PHOENIX AREA TO SEE IF WE COULD RESTORE THE INSTS. WE DIVIDED DUTIES, I WAS TO FLY THE ACFT AND TALK TO DEP CTL, THE CAPT WAS TALKING TO THE COMPANY ON #2 RADIO. COMPANY RADIO PATCHED INTO MAINT AND DISPATCH. WE THOUGHT THERE WAS A PWR OUTAGE TO THE INSTS. I WAS TURNING, TRYING TO GET INTO THE HOLDING PATTERN, WHEN I DISCOVERED I WAS OVERBANKING TO ABOUT 45 DEGS. AS I STARTED TO USE THE STANDBY HORIZON TO KEEP FROM OVERBANKING, I STARTED FIXATING ON IT AND WOULD LOSE 200-300 FT IN ALT. IT TOOK ME 1 COMPLETE TURN IN THE HOLDING PATTERN TO GET ACCUSTOMED TO THE SCAN. I ASKED AND RECEIVED CLRNC FOR 20 MI LEGS TO KEEP TURNS TO A MINIMUM. I ALSO HAD TO COMPARE MY HDG INDICATOR TO THE STANDBY COMPASS, BEHIND MY L SHOULDER WITH THE USE OF A MIRROR. WE DID MAYBE 4 OR 5 TURNS. DURING THIS TIME, THE CAPT BRIEFED THE FLT ATTENDANTS AND INFORMED THE PAX AND WAS CONFERRING WITH MAINT BY RADIO. AFTER ABOUT 45 MINS THE CAPT DECIDED WE WERE ALL READY TO ATTEMPT THE LNDG. WE REVIEWED THE EMER EVAC PROCS SEVERAL TIMES THEN WE PROCEEDED TO DO A FLY-BY SO THAT THE TWR COULD INSPECT OUR NOSEWHEELS. THEY TOLD US WE HAD 2 SHREDDED TIRES. THE LNDG WAS VERY SMOOTH AND THE CAPT HELD OFF THE NOSE AS LONG AS POSSIBLE. WHEN IT TOUCHED DOWN IT SOUNDED VERY ROUGH. WE CAME TO A STOP ON THE RWY AND THE FIRE FIGHTERS CHKED THE NOSEWHEELS. CALLBACK CONVERSATION WITH RPTR REVEALED THE FOLLOWING INFO: THE RPTR SAYS THAT AFTER THEY LANDED THE MAINT PERSONNEL IN PHX SAID THAT THERE WAS A PROC THAT MAY HAVE REGAINED THEIR INSTRUMENTATION FOR THEM, BUT THEY DID NOT MENTION THIS DURING THE EXTENSIVE AIRBORNE DISCUSSION WITH BOTH PHX AND MCI MAINT BASES. THE INSTS WERE LOST WHEN RUBBER PIECES STRUCK THE BOTTOM OF THE MD-82'S E&E COMPARTMENT. THE TIRES' CAPS APPARENTLY CAME OFF WHEN THEY STRUCK A RAISED JOINT ON THE VERY HOT RWY.

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.