Narrative:

Upon arriving at the ramp from 'crew quarters,' the captain completed the preflight inspection while I positioned myself to get the VFR clearance back to jvy. After receiving the clearance, we were cleared to taxi to runway 19. With my primary attention directed to completing the 'before takeoff' checklist and as the aircraft was being positioned on the runway, I heard the captain announce the 'centerline.' with that information, I quickly glanced out of the cockpit to see how everything looked. Everything looked normal so we began the takeoff run. The captain announced 'set power,' so now my primary attention was directed to setting the correct fan speed for the given atmospheric conditions. As the fan speed was set, the airspeed quickly became alive, which I announced. The captain released the nosewheel steering and I verified that by announcing 'panel clear.' then came the 100 KT xchk between the captain's airspeed indicator and my airspeed indicator. With my primary attention directed to engine operating indications and the fast approaching V1 airspeed, myself and the captain heard a loud bang. The captain responded by asking 'what was that?' I quickly responded by saying 'I don't know.' without feeling or experiencing any directional control problems, I announced 'V1.' no sooner than V1 was announced, the captain aborted the takeoff. When that decision was made, I quickly glanced at the engine instruments to see if a 'rollback' had occurred, which it had not. When power was decreased, the nose appeared to pitch up slightly. My first view indicated that the aircraft was left of the runway centerline with the captain correcting to the right. Once the airplane was decelerated on runway 19, we taxied back into the ramp. Our initial assessment of the event was a catastrophic tire explosion because as we turned into the taxiway the captain experienced turning problems. What I found was that the #4 tire was gone. After a closer look at that assembly, I noticed that part of the hub was missing, as was the landing light. The strut also appeared damaged as did the gear door. Moving back over the left side of the aircraft, I noticed a large dent in the leading edge of the wing root, damage to the left main landing gear, landing light mechanism, gear door damage, as well as a 'gouge' on the left side of the nose compartment just forward of the captain's position. After assessing the damage, the captain decided to reposition the aircraft to another ramp. I questioned the captain about this decision to move the aircraft. The captain's decision was firm so we taxied. The #3 tire exploded prior to crossing runway 17. The captain limped the aircraft across runway 17, and it was then towed. Supplemental information from acn 326457: crew was tired after 2 nights of cargo flying. Runway lighting too dim to define runway boundaries in stressful, emergency situation. Aircraft's landing lights not as effective as other lears I've flown.

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Original NASA ASRS Text

Title: THE FLC OF AN LR35 LOST DIRECTIONAL CTL DURING TKOF WHEN THEY EXPERIENCED A BLOWN TIRE AT TKOF DECISION SPD. THE CAPT (PF) CITED DIM RWY LIGHTING AS A FACTOR IN THE RWY EXCURSION THAT FOLLOWED. TKOF ABORTED. ACFT DAMAGED.

Narrative: UPON ARRIVING AT THE RAMP FROM 'CREW QUARTERS,' THE CAPT COMPLETED THE PREFLT INSPECTION WHILE I POSITIONED MYSELF TO GET THE VFR CLRNC BACK TO JVY. AFTER RECEIVING THE CLRNC, WE WERE CLRED TO TAXI TO RWY 19. WITH MY PRIMARY ATTN DIRECTED TO COMPLETING THE 'BEFORE TKOF' CHKLIST AND AS THE ACFT WAS BEING POSITIONED ON THE RWY, I HEARD THE CAPT ANNOUNCE THE 'CTRLINE.' WITH THAT INFO, I QUICKLY GLANCED OUT OF THE COCKPIT TO SEE HOW EVERYTHING LOOKED. EVERYTHING LOOKED NORMAL SO WE BEGAN THE TKOF RUN. THE CAPT ANNOUNCED 'SET PWR,' SO NOW MY PRIMARY ATTN WAS DIRECTED TO SETTING THE CORRECT FAN SPD FOR THE GIVEN ATMOSPHERIC CONDITIONS. AS THE FAN SPD WAS SET, THE AIRSPD QUICKLY BECAME ALIVE, WHICH I ANNOUNCED. THE CAPT RELEASED THE NOSEWHEEL STEERING AND I VERIFIED THAT BY ANNOUNCING 'PANEL CLR.' THEN CAME THE 100 KT XCHK BTWN THE CAPT'S AIRSPD INDICATOR AND MY AIRSPD INDICATOR. WITH MY PRIMARY ATTN DIRECTED TO ENG OPERATING INDICATIONS AND THE FAST APCHING V1 AIRSPD, MYSELF AND THE CAPT HEARD A LOUD BANG. THE CAPT RESPONDED BY ASKING 'WHAT WAS THAT?' I QUICKLY RESPONDED BY SAYING 'I DON'T KNOW.' WITHOUT FEELING OR EXPERIENCING ANY DIRECTIONAL CTL PROBS, I ANNOUNCED 'V1.' NO SOONER THAN V1 WAS ANNOUNCED, THE CAPT ABORTED THE TKOF. WHEN THAT DECISION WAS MADE, I QUICKLY GLANCED AT THE ENG INSTS TO SEE IF A 'ROLLBACK' HAD OCCURRED, WHICH IT HAD NOT. WHEN PWR WAS DECREASED, THE NOSE APPEARED TO PITCH UP SLIGHTLY. MY FIRST VIEW INDICATED THAT THE ACFT WAS L OF THE RWY CTRLINE WITH THE CAPT CORRECTING TO THE R. ONCE THE AIRPLANE WAS DECELERATED ON RWY 19, WE TAXIED BACK INTO THE RAMP. OUR INITIAL ASSESSMENT OF THE EVENT WAS A CATASTROPHIC TIRE EXPLOSION BECAUSE AS WE TURNED INTO THE TXWY THE CAPT EXPERIENCED TURNING PROBS. WHAT I FOUND WAS THAT THE #4 TIRE WAS GONE. AFTER A CLOSER LOOK AT THAT ASSEMBLY, I NOTICED THAT PART OF THE HUB WAS MISSING, AS WAS THE LNDG LIGHT. THE STRUT ALSO APPEARED DAMAGED AS DID THE GEAR DOOR. MOVING BACK OVER THE L SIDE OF THE ACFT, I NOTICED A LARGE DENT IN THE LEADING EDGE OF THE WING ROOT, DAMAGE TO THE L MAIN LNDG GEAR, LNDG LIGHT MECHANISM, GEAR DOOR DAMAGE, AS WELL AS A 'GOUGE' ON THE L SIDE OF THE NOSE COMPARTMENT JUST FORWARD OF THE CAPT'S POS. AFTER ASSESSING THE DAMAGE, THE CAPT DECIDED TO REPOSITION THE ACFT TO ANOTHER RAMP. I QUESTIONED THE CAPT ABOUT THIS DECISION TO MOVE THE ACFT. THE CAPT'S DECISION WAS FIRM SO WE TAXIED. THE #3 TIRE EXPLODED PRIOR TO XING RWY 17. THE CAPT LIMPED THE ACFT ACROSS RWY 17, AND IT WAS THEN TOWED. SUPPLEMENTAL INFO FROM ACN 326457: CREW WAS TIRED AFTER 2 NIGHTS OF CARGO FLYING. RWY LIGHTING TOO DIM TO DEFINE RWY BOUNDARIES IN STRESSFUL, EMER SIT. ACFT'S LNDG LIGHTS NOT AS EFFECTIVE AS OTHER LEARS I'VE FLOWN.

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.