Regional Jet 900 (CRJ900)
Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine; Flight Crew Instrument
Situational Awareness
Aircraft Equipment Problem Less Severe
Air Traffic Control Provided Assistance; Aircraft Aircraft Damaged; Flight Crew Landed in Emergency Condition; Flight Crew Overcame Equipment Problem; General Maintenance Action
Aircraft
The flight was out of ZZZ to ZZZ1. I was the Pilot Flying on the leg back to ZZZ1. The preflight; ground duties and the boarding process were normal and uneventful. We pushed back from the gate and once we were ready to taxi; Ground gave us a taxi clearance to taxi to Runway 16 via Foxtrot cross Runway 16; back taxi Runway 17 to Kilo. While taxiing we asked the Ground Controller if there was any flow into ZZZ1. A short time later the Ground Controller gave us a wheels up time. We continued to taxi and after we crossed Runway 16; I called for the delayed engine start so that we could be ready for takeoff once we reached the approach end of Runway 16. The taxiing was uneventful. There was one arrival that landed on Runway 16 before we were cleared for takeoff. Once the arriving aircraft had cleared Runway 16; Tower cleared us for takeoff. During the takeoff roll all systems were normal; we went through our call outs in accordance with our company manuals. The airplane accelerated to takeoff speed without any indications of any blown-out tires. Once we got airborne I called for the gear up. It was then when we got some indication on the flight deck of some light rattling as the gear was being retracted. From my experience in the past; the rattling usually came from the nose wheel area. I didn't really think anything of it because to me it did not seem like a problem. In the past a light vibration like that in the flight deck was no cause for concern. It was usually due to a tire being out of balance. The vibrations stopped once the landing gear had retracted. All other systems were normal so continued on a normal climb. Tower handed us off to Departure while climbing. Once we checked in with Departure; he gave us a left turn to a heading of 090 and then direct to [a] VOR when able and a climb to 15;000 ft. The First Officer gave Departure Controller a PIREP of the current weather conditions on climb out. Shortly after; Departure Controller relayed a message to us from the Tower that an aircraft on the ground saw rubber fragments coming off from the nose wheel area during our take off. Instantly in my mind it reaffirmed the light vibrations on the flight deck where from the nose wheel area.Once detected with a possible blown out nose wheel tire; the First Officer and I started going through our resources to see if we could find past scenarios or some sort of guidance in our company manuals in preparation for the landing. I'm really not sure what could have caused the tire to have blown out; but I asked my First Officer if he had noticed anything unusual on the tires during the walk around of the aircraft. The First Officer told me that he did not notice anything with the tires. My focus was on the nose wheel since that's where the Departure Controller told me the tire debris had come from.Based on all the information that we had; we decided to continue with the flight on to ZZZ. We did take off with 11;200 lbs. of fuel; and our takeoff weigh was 75;000 lbs. All of the systems and parameters were operating normal so there was no need for us to return to XNA. I notified Dispatch via ACARS of our situation and asked him to relay the information to Maintenance. The First Officer and I developed a plan to use the Runway XXC in ZZZ because of its long length. I opted out of doing a low approach to verify that the nose tire was the one that was blown out; only if the gear extended without any problems. I communicated with the forward Flight Attendant approximately 45 minutes out of the situation and explained to her that we possibly had a flat tire. Told her that it would be a normal landing but as a precaution we would [advise ATC] and the fire rescue vehicles were going to be out there. I also asked her not to say anything to the passengers because I was going to brief them. We decided to [advise ATC] once in the terminal area with the Approach Controller on the arrival. Told them we had 75 souls on board; and 4900 lbs.of fuel. The Controller asked us if we wanted to do a low approach; and we declined. I briefed the passengers descending through 15;000 ft. of the possible emergency with a flat tire and told them as a precaution we were going to have emergency vehicles waiting for us. I also let them know it was going to be a normal landing so that I would not concern them. The approach was uneventful. Tower cleared us to land Runway XXC. I landed as smooth as possible. Once the nose and the mains were on the ground I applied idle reverse and gently stepped on the brakes. It wasn't until we were started to slow down that I could tell there was a subtle pull to the left. After the aircraft had slowed down; we told Tower that we could exit Runway XXC at [Taxiway] XX8 and requested taxi to the west hard stand via XX; XX15. There at the west hard stand; I brought the airplane to a stop; set the parking brake and told the passengers to remain seated. Confirmed with fire rescue that we had a blowout tire and they said yes but it was the inboard left main. We asked them if there was any smoke coming from the left main and they replied no. We communicated Maintenance and Operations to coordinate passenger offloading there at the west hard stand. I'm really glad that it we had a great outcome; but upon landing; I realized that maybe a low approach to verify the blowout tire would have been a better course of action instead of just landing right away. We could have come up with a better plan for our passengers and our flight attendants. Maybe some guidance on company manuals on how to deal with situations such as the one we had today.
CRJ-900 Captain reported a tire blowout on takeoff; continued to destination; landed uneventfully.