Medium Transport; Low Wing; 2 Turbojet Eng
Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP)
Flight Crew Last 90 Days 107; Flight Crew Total 6850; Flight Crew Type 800
Confusion; Distraction; Troubleshooting
Aircraft Equipment Problem Critical
Flight Crew Diverted; Flight Crew Became Reoriented; Flight Crew Landed in Emergency Condition; Flight Crew Overcame Equipment Problem; General Evacuated; General Flight Cancelled / Delayed
Aircraft
This is my After Action Statement.I was the Pilot in Command (PIC) of [Aircraft X]. I; my co-pilot; and a cabin server departed empty for Westhampton (Gabreski) airport (KFOK); to pick up passengers. We landed and taxied to the ramp. A post-flight inspection was accomplished; and we ordered approximately 1800 gallons of fuel while waiting for our passengers. Our passengers arrived an hour later of our arrival and we commenced boarding of baggage and passengers. The aircraft had a ramp weight of close to 71;000 lbs.; of which; 25;500 lbs. was our fuel load. I performed a visual inspection of the aircraft prior to closing doors and found nothing abnormal. Once on-board; I gave a passenger brief and insured the cabin was secured. I secured myself up in the flight deck and asked if my co-pilot was ready. When he was secured and ready; I called for the 'Engine Start' checklist. Engine starts were normal and an 'After Start' checklist was performed. Once my co-pilot and I were situated and ready; we called for taxi. Taxi clearance was given to taxi to Runway 06 via 'W'hiskey taxiway. I called for the 'Taxi' checklist and asked my co-pilot to check my right side for any chocks; cones; debris; or grates; as I had to make a 180 degree turn to join whiskey taxiway. Once established on the taxiway; we accomplished the 'Taxi/Before Takeoff' checklist. I noticed some uneven surfaces and anomalies in the taxiway and tried to avoid them as best as possible. While making a turn to continue on whiskey from the ramp; I felt a small bump; a figured it was a small uneven edge where the ramp met the taxiway. I felt no abnormalities with the aircraft and nothing indicated otherwise. I even stated that it was a possible uneven surface to my copilot. We then were holding short of the runway; and tower asked if we were ready. I told my copilot to tell them we needed another minute to finish our checks and complete a brief. Once that was accomplished; we informed tower we were ready for takeoff.I taxied the aircraft onto Runway 06; and called for the 'Line up' checklist. Once this was complete; we both verified we were on the appropriate runway and compared that to our headings. I initiated the takeoff roll and set takeoff power. During my takeoff roll; I did not feel anything abnormal with our takeoff roll. No abnormal vibrations; shimmies; or noises were heard. The aircraft tracked down the runway centerline with no problems. My copilot called 'V1' and my right hand went from the power levers to the yoke; and instantly I felt the aircraft pull to the right with loud vibrations. I rotated; and climbed out. My copilot made a 'positive rate' callout and I told him to leave the gear down; and not to make any configuration changes.Gabreski tower told us to contact New York Departure; and at this point while leveling at our initial altitude of 3000 feet; I informed tower that we may have lost a tire on takeoff; and that they needed to send someone down the runway to verify. He told us to contact New York and that they would check. We contacted Departure; and told them what was going on; and we needed vectors around the airport in case of a return. We were given vectors around the field and later were informed that they found tire debris on the runway and to state intentions. I told center that we needed to burn some fuel off; and they gave us some more turns before putting us into the hold on the ILS Runway 24 at 'SQUIR' intersection. Once I got the aircraft established; and I started to reduce the workload; my copilot and I finished with our checklists to make sure we got everything accomplished. I then told New York [of the situation]. We then heard from Gabreski tower that they found debris on the runway; and then they told us that they heard a loud 'Bang/Explosion' from the tower before we took off on our taxi out.Once I knew the aircraft was flying; and our workload was down; I went back to brief my passengers and the cabin server of the situation; and that we would be returning to the airport after we burn some fuel. I then established communication to my base of operations and had my Director of Operations and Chief Pilot in the loop. We also got the aircraft manufacturer on the phone as well. The decision was made to also make a low approach into Gabreski to verify if we lost one or two tires. Once we were ready to commence a low approach; I then briefed my passengers again of what we were going to do; and had my cabin server also prepare the cabin accordingly. We made two low approaches; and on the second approach; ground personal saw we had lost two right side tires and saw nothing but the rims. I then asked to be put back into the holding pattern to burn more fuel off. We burnt off fuel for three and a half hours over Gabreski field. During this time; my copilot and I had accomplished all of our checklist items and abnormal checklist items; and reviewed what we will have and not have during our landing. I then heard back from my operations personal; and the decision to go to Stewart International Airport (KSWF) was made. Stewart had an 11;800 feet runway and it was 150 feet wide. The manufacturer said that we would need a long and wide runway; and informed me that we need to burn as much fuel as possible; and when I land; to land left of centerline and keep the right side off the runway as long as possible. Once the right side comes down onto the runway; the aircraft is going to pull to the right. We then made plans to head to Stewart field so we would be in a position to burn some more fuel off and be close to our landing field. I briefed the passengers and cabin server on our plan; and again made sure the cabin was prepared.I informed New York Center that we need to go to Stewart and we want to head there now. We were given a direct to the airport clearance; and we started our turn. During the short hop to Stewart; my copilot and I reviewed the abnormal checklists again; including the 'Break Integrity' check; and also reviewed the 'Emergency Evacuation' checklist. Once we were handed over to local control; we informed them that we would need to burn some more fuel; and to advise when ready. I continued to burn more fuel down for approximately another hour. I then looked at my fuel onboard; and when I was planning my approach to commence in 20 minutes; I went back to brief my passengers and cabin aide for the landing and evacuation procedures. Everyone was briefed and verbally understood what was going to take place. With the help of the cabin server; I double checked the cabin and made sure all was secured and passengers were secured in their seats. I came back into the flight deck and briefed my copilot on his duties and responsibilities for the approach and evacuation. Once he was clear; I called for our normal 'Descent and Approach' checklist and accomplished them. I asked him if he had any questions and if he was ready. The aircraft now had 3000 pounds of fuel on board and our Ref speed (Vref) was 126. We called ready for approach and was given vectors to join the ILS for runway 27. I also informed the tower that we would be evacuating; forward of the aircraft. I got established on the ILS; and could visually identify the runway at 9.0 miles out. I called for full flaps and the 'Landing' checklist. As I neared landing; I corrected left of the centerline as per the manufacturers recommendations. I touched down on the left side and held the right side off as long as I could. Once the nose came down and I could no longer hold the right side off; the right side came down and the aircraft pulled to the right; and I fought to maintain directional control. Once the aircraft came to a stop; I pulled the parking break up and instantly gave the order to evacuate. My copilot jumped from his seat; and ordered the passengers to come towards him. He opened the main entry door and led the passengers and cabin server out. Once the cabinserver came up front; she tapped me on the shoulder; as I had briefed; so to inform me that all passengers were out and she was the last one. I finished the 'Emergency Evacuation' checklist and then left my station to evacuate. Once I was out of the aircraft; I could hear the Airport Fire Rescue crew yelling 'No Fire; your good'. We were clear of the aircraft; and all souls were accounted for.This statement has been made by myself and is based on factual recollection to the best of my knowledge.
A Medium Transport flight crew lost their right side tires on takeoff. The consulted with operations; burned down fuel and diverted to an airport with a 10;800 foot long runway. They landed successfully and evacuated the aircraft without complications.