Narrative:

During takeoff roll, left main landing gear tires failed and came apart. Since failure occurred after V1, continued takeoff. After rotation left engine started compressor stalling. Retracted the landing gear due to possible engine failure. Compressor stalls stopped after left engine power was reduced to approximately 1.4 EPR. Completed all appropriate checklists and started to return to the airport. Upon gear extension, left main gear failed to show down and locked. We had a qualified pilot on the jump seat. We sent him to look at the landing gear visual indicators through the main cabin floor. The gear showed down and locked. Landing was uneventful, the aircraft came to a stop approximately 8000 ft from the approach end. There was no fire or fuel leak so an emergency evacuate/evacuation was not warranted. The takeoff was made using 4 degrees of flaps and the aircraft weight was 140000 pounds. Rotation speed was approximately 160 KTS. In my opinion the heavy weight combined with high V1 and rotation speeds were very important contributing factors in this incident. Callback conversation with reporter revealed the following information: the reporter stated the engine stalling was caused by tire fragments being ingested into the engine and the gear warning by damage to the gear sensors and conduit also by the failed tire. The reporter said the tire was a recapped tire but did not know how many recaps the tire carcass experienced. The reporter states no maintenance information was available on the main action taken for the engine and landing gear.

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Original NASA ASRS Text

Title: AN MD80 ON TKOF AFTER V1 DECLARED AN EMER AND DIVERTED DUE TO #1 ENG STALLING AND LOW PWR CAUSED BY INGESTION OF TIRE DEBRIS FROM A FAILED L MAIN GEAR TIRE.

Narrative: DURING TKOF ROLL, L MAIN LNDG GEAR TIRES FAILED AND CAME APART. SINCE FAILURE OCCURRED AFTER V1, CONTINUED TKOF. AFTER ROTATION L ENG STARTED COMPRESSOR STALLING. RETRACTED THE LNDG GEAR DUE TO POSSIBLE ENG FAILURE. COMPRESSOR STALLS STOPPED AFTER L ENG PWR WAS REDUCED TO APPROX 1.4 EPR. COMPLETED ALL APPROPRIATE CHKLISTS AND STARTED TO RETURN TO THE ARPT. UPON GEAR EXTENSION, L MAIN GEAR FAILED TO SHOW DOWN AND LOCKED. WE HAD A QUALIFIED PLT ON THE JUMP SEAT. WE SENT HIM TO LOOK AT THE LNDG GEAR VISUAL INDICATORS THROUGH THE MAIN CABIN FLOOR. THE GEAR SHOWED DOWN AND LOCKED. LNDG WAS UNEVENTFUL, THE ACFT CAME TO A STOP APPROX 8000 FT FROM THE APCH END. THERE WAS NO FIRE OR FUEL LEAK SO AN EMER EVAC WAS NOT WARRANTED. THE TKOF WAS MADE USING 4 DEGS OF FLAPS AND THE ACFT WT WAS 140000 LBS. ROTATION SPD WAS APPROX 160 KTS. IN MY OPINION THE HVY WT COMBINED WITH HIGH V1 AND ROTATION SPDS WERE VERY IMPORTANT CONTRIBUTING FACTORS IN THIS INCIDENT. CALLBACK CONVERSATION WITH RPTR REVEALED THE FOLLOWING INFO: THE RPTR STATED THE ENG STALLING WAS CAUSED BY TIRE FRAGMENTS BEING INGESTED INTO THE ENG AND THE GEAR WARNING BY DAMAGE TO THE GEAR SENSORS AND CONDUIT ALSO BY THE FAILED TIRE. THE RPTR SAID THE TIRE WAS A RECAPPED TIRE BUT DID NOT KNOW HOW MANY RECAPS THE TIRE CARCASS EXPERIENCED. THE RPTR STATES NO MAINT INFO WAS AVAILABLE ON THE MAIN ACTION TAKEN FOR THE ENG AND LNDG GEAR.

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.