Narrative:

We commenced our takeoff roll and before 80 KTS a cargo aircraft was reporting something wrong with our airplane, but we could not understand him. The tower asked if we copied the transmission, and the captain told him no. They started to repeat the message, there was a large vibration coming from the left side of the airplane, which was getting worse as our speed increased. The flight attendants were calling. We analyzed that we had a gear problem and we were not going too fast, (about 90-100 KTS), and we had an unknown gear problem that may be getting worse. The decision was made to reject, which was accomplished per SOP. The fire trucks met the airplane and determined we did not have a wheel fire and everything was safe. The airplane was towed back to the gate and 2 tires were changed and damage to the wiring and wheel assembly was repaired. Maintenance determined that the airplane was safe to depart and we added more fuel and flew the leg uneventfully. Human factors: we could not understand what the cargo pilot was saying. Tower said that we lost rubber starting at the 1000 ft marker, and the flight attendant's reported an explosion from the left side. There wasn't much time to discuss the incident before the reject, because the speed would have increased well above 100 KTS, creating a more hazardous situation controller was excellent. Supplemental information from acn #564622: speed at first call was about 90 KTS, at tower call about 110 KTS, and I chose to abort at that time, feeling my ability to accelerate would be compromised with a tire problem. Left body gear aft axle tire found to have shredded. Supplemental information from acn #564894: tower advised us to abort at approximately 100-110 KTS. I was in the center jumpseat and advised the passenger to remain seated per the captain's instructions. The flight continued some 2.5 hours later.

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Original NASA ASRS Text

Title: REJECTED TKOF PERFORMED BY THE FLC OF A B747-400 WHEN NOTIFIED OF A TIRE PROB ON TKOF ROLL AT YSSY, FO.

Narrative: WE COMMENCED OUR TKOF ROLL AND BEFORE 80 KTS A CARGO ACFT WAS RPTING SOMETHING WRONG WITH OUR AIRPLANE, BUT WE COULD NOT UNDERSTAND HIM. THE TWR ASKED IF WE COPIED THE XMISSION, AND THE CAPT TOLD HIM NO. THEY STARTED TO REPEAT THE MESSAGE, THERE WAS A LARGE VIBRATION COMING FROM THE L SIDE OF THE AIRPLANE, WHICH WAS GETTING WORSE AS OUR SPD INCREASED. THE FLT ATTENDANTS WERE CALLING. WE ANALYZED THAT WE HAD A GEAR PROB AND WE WERE NOT GOING TOO FAST, (ABOUT 90-100 KTS), AND WE HAD AN UNKNOWN GEAR PROB THAT MAY BE GETTING WORSE. THE DECISION WAS MADE TO REJECT, WHICH WAS ACCOMPLISHED PER SOP. THE FIRE TRUCKS MET THE AIRPLANE AND DETERMINED WE DID NOT HAVE A WHEEL FIRE AND EVERYTHING WAS SAFE. THE AIRPLANE WAS TOWED BACK TO THE GATE AND 2 TIRES WERE CHANGED AND DAMAGE TO THE WIRING AND WHEEL ASSEMBLY WAS REPAIRED. MAINT DETERMINED THAT THE AIRPLANE WAS SAFE TO DEPART AND WE ADDED MORE FUEL AND FLEW THE LEG UNEVENTFULLY. HUMAN FACTORS: WE COULD NOT UNDERSTAND WHAT THE CARGO PLT WAS SAYING. TWR SAID THAT WE LOST RUBBER STARTING AT THE 1000 FT MARKER, AND THE FA'S RPTED AN EXPLOSION FROM THE L SIDE. THERE WASN'T MUCH TIME TO DISCUSS THE INCIDENT BEFORE THE REJECT, BECAUSE THE SPD WOULD HAVE INCREASED WELL ABOVE 100 KTS, CREATING A MORE HAZARDOUS SIT CTLR WAS EXCELLENT. SUPPLEMENTAL INFO FROM ACN #564622: SPD AT FIRST CALL WAS ABOUT 90 KTS, AT TWR CALL ABOUT 110 KTS, AND I CHOSE TO ABORT AT THAT TIME, FEELING MY ABILITY TO ACCELERATE WOULD BE COMPROMISED WITH A TIRE PROB. L BODY GEAR AFT AXLE TIRE FOUND TO HAVE SHREDDED. SUPPLEMENTAL INFO FROM ACN #564894: TWR ADVISED US TO ABORT AT APPROX 100-110 KTS. I WAS IN THE CTR JUMPSEAT AND ADVISED THE PAX TO REMAIN SEATED PER THE CAPT'S INSTRUCTIONS. THE FLT CONTINUED SOME 2.5 HRS LATER.

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.