|37000 Feet||Browse and search NASA's
Aviation Safety Reporting System
|Local Time Of Day||1201 To 1800|
|Locale Reference||airport : den.airport|
|Altitude||agl single value : 0|
|Controlling Facilities||tower : zzz.tower|
|Operator||common carrier : air carrier|
|Make Model Name||B737-300|
|Operating Under FAR Part||Part 121|
|Flight Phase||ground : takeoff roll|
|Affiliation||company : air carrier|
|Function||flight crew : captain|
oversight : pic
|Qualification||pilot : atp|
|Experience||flight time type : 3484|
|Affiliation||company : air carrier|
|Function||flight crew : first officer|
|Anomaly||aircraft equipment problem : less severe|
ground encounters other
|Independent Detector||other controllera|
other other : arpt ops 6
|Resolutory Action||controller : issued advisory|
flight crew : rejected takeoff
flight crew : exited adverse environment
flight crew : overcame equipment problem
|Problem Areas||Flight Crew Human Performance|
After waiting for 2 microburst alerts to clear on runway 25 at denver and after 20-30 mins elapsed time, we made a decision to take off, since the winds had gone to steady state out of the northwest. Maximum power bleeds off was used and windshear recovery procedures discussed prior to taking the runway. Approaching 120 KTS, the tower reported a 25 KT loss on our runway and I made the decision to abort at about 125 KTS. Remaining runway was approximately 7000 ft and computed V1 was 141 KTS. A puff of smoke was reported coming from our left main gear, so we asked for fire trucks to meet us. Rejected takeoff braking was disabled almost as soon as it came on as there was plenty of runway remaining. We asked the aft flight attendant to check for smoke from left main gear and she reported in the negative. Also, the fire department personnel verified this. Maintenance and dispatch were contacted and it was determined that no inspection was required since rejected takeoff had been disabled at 110 KTS. We coordination with dispatch and decided to take off after 30 mins wait. However, while waiting for takeoff, an airport operations person observed our outboard left main tire go flat. Mechanics were called to change tire while crew and passenger exited the plane on taxiway via airstairs. Another plane was found and we departed den for ZZZ. My decision to abort was influenced by the 2 previous windshears, less than V1, and runway remaining.
Original NASA ASRS Text
Title: B737-300 OUTBOARD MAIN TIRE GOES FLAT AFTER FLC REJECTS TKOF DUE TO WINDSHEAR ADVISORY.
Narrative: AFTER WAITING FOR 2 MICROBURST ALERTS TO CLR ON RWY 25 AT DENVER AND AFTER 20-30 MINS ELAPSED TIME, WE MADE A DECISION TO TAKE OFF, SINCE THE WINDS HAD GONE TO STEADY STATE OUT OF THE NW. MAX PWR BLEEDS OFF WAS USED AND WINDSHEAR RECOVERY PROCS DISCUSSED PRIOR TO TAKING THE RWY. APCHING 120 KTS, THE TWR RPTED A 25 KT LOSS ON OUR RWY AND I MADE THE DECISION TO ABORT AT ABOUT 125 KTS. REMAINING RWY WAS APPROX 7000 FT AND COMPUTED V1 WAS 141 KTS. A PUFF OF SMOKE WAS RPTED COMING FROM OUR L MAIN GEAR, SO WE ASKED FOR FIRE TRUCKS TO MEET US. REJECTED TKOF BRAKING WAS DISABLED ALMOST AS SOON AS IT CAME ON AS THERE WAS PLENTY OF RWY REMAINING. WE ASKED THE AFT FLT ATTENDANT TO CHK FOR SMOKE FROM L MAIN GEAR AND SHE RPTED IN THE NEGATIVE. ALSO, THE FIRE DEPT PERSONNEL VERIFIED THIS. MAINT AND DISPATCH WERE CONTACTED AND IT WAS DETERMINED THAT NO INSPECTION WAS REQUIRED SINCE REJECTED TKOF HAD BEEN DISABLED AT 110 KTS. WE COORD WITH DISPATCH AND DECIDED TO TAKE OFF AFTER 30 MINS WAIT. HOWEVER, WHILE WAITING FOR TKOF, AN ARPT OPS PERSON OBSERVED OUR OUTBOARD L MAIN TIRE GO FLAT. MECHS WERE CALLED TO CHANGE TIRE WHILE CREW AND PAX EXITED THE PLANE ON TXWY VIA AIRSTAIRS. ANOTHER PLANE WAS FOUND AND WE DEPARTED DEN FOR ZZZ. MY DECISION TO ABORT WAS INFLUENCED BY THE 2 PREVIOUS WINDSHEARS, LESS THAN V1, AND RWY REMAINING.
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.