B737-700
Flight Crew Air Transport Pilot (ATP)
Flight Crew Last 90 Days 172
Aircraft Equipment Problem Less Severe
Aircraft Aircraft Damaged; Flight Crew Landed in Emergency Condition; Flight Crew Returned To Departure Airport; General Declared Emergency; General Maintenance Action
Aircraft
During our departure; at rotation; the Anti-Skid Inop light illuminated.  We continued the climb and cleaned up the aircraft. We ran the QRH checklist for the light and began discussing our options. On climb out; the Flight Attendant notified us that a passenger in row 20 said he felt something hit the fuselage during our takeoff roll. We continued our climb and about 10-15 minutes later the flight attendants said that the consensus from many of the Passengers in the back part of the aircraft was that we may have blown a tire. The flight deck crew (including Company Captain on jumpseat) did not hear or observe anything unusual on the takeoff other than the Anti-Skid light. I began to run through the scenario of a blown/shredded tire taking out the Anti-Skid box or some components of that system. We began the process of trying to communicate with Dispatch through various frequencies and had limited success at best. Through another company aircraft we finally got the information relayed and we planned our return. We received an ACARS message from Dispatch stating that they had requested a runway inspection and indeed debris was found. An ACARS 'No COMM' message popped up several times which did not help the situation. We informed the passengers of our intention to return. During the return we noticed the A Hydraulic System quantity dropping and when it got below 20% the Engine Low Pressure light illuminated. We ran the QRH checklist for that and also looked at the QRH for a complete A System failure. We Declared an emergency with Center due to degraded braking and probable blown tire/tires. Operations was informed of our intent to stop and shutdown on the runway and we requested Maintenance and tug to be standing by. We informed the flight attendants and passengers of the situation and that emergency equipment would be in position as a precaution. We were vectored for a visual approach to 7L; in our opinion the best option.  At flaps 40 landing was executed with a noticeable drag/directional issue. During roll out our B System quantity went to 35%. We came to a complete stop near the end of 7L and the aircraft was looked over by Fire/Rescue Personnel.  No flames or hot spots noticed. We shut down the engines and Company Maintenance personnel requested us to turn off all hydraulic pumps and awaited the tug. We were towed to the gate with all passengers aboard. We deplaned the passengers and made all logbook entries.
Anti-Skid Inop light illuminated at lift off. We continued climb and decided to address the light at a higher altitude/level off. Soon after; a Flight Attendant informed us a passenger at around row 20 (First Officer's side) felt/heard something hit the bottom of the aircraft on lift off. None of the three flight deck crew members (jumpseating Company Captain) heard or felt any blown tire indications on lift off. We continued to climb; leveled off at 330; and informed ATC we needed to address an issue. We ran the QRH for anti-skid and discussed the possibility of blown/shredded tire damaging the anti-skid system. Discussed the issue with Dispatch who; upon contact with Tower; confirmed tire debris on the runway. Decision from Dispatch was to return. We ran the landing numbers; discussed this decision; and agreed this was the best option (runway length available; proximity to airfield; emergency services; Company services; Maintenance services). We informed the flight attendants; passengers; and ATC of this decision. During the decision making process; we encountered radio frequency static (due to storms) and ACARS NO COMM indications. On the return descent; we declared an emergency with ATC based on our degraded braking system; known tire damage (extent not known or unable to be accurately determined at night); the possibility of hot brakes/tires; and the need to have emergency personnel check the aircraft after landing rollout. Around this time; we noticed the A hydraulic system quantity dropping. When the quantity reached approximately 20; the Engine Pump Low Pressure light illuminated. We ran the QRH checklist for the Engine Pump Low Pressure light and reviewed the checklist for a complete A System failure. We updated ATC and reiterated our need to stop straight ahead and have emergency personnel standing by. Shortly after running the Pump Checklist; we lowered the landing gear (just prior to entering right downwind) since pressures were still good and fuel was not an issue. The gear lowered normally; yet the right main indicators were inop on the forward panel. The overhead indicators; however; showed three down and locked. We flew a visual right downwind/base to a flaps 40 landing. Braking and thrust reversers were operable. There was a noticeable right drag that the pilot flying had to counter to keep the aircraft on centerline. We came to a slow; steady stop. On rollout; we noticed the B System quantity was also indicating low/near empty. After coming to a stop; fire/rescue checked the aircraft and relayed to us that no flames; smoke; or hot spots were noted. We shut down the engines; the aircraft was chocked and; at the direction of Company Maintenance; all boost pumps were turned off. We were then informed the right inboard tire had blown and shredded. The aircraft was then uneventfully towed back to the gate and the passengers were deplaned. The Captain then annotated all malfunctions in the aircraft logbook.This event was a rare occurrence. Overall; calm and measured decision making (especially Dispatch's immediate decision to check with tower for tire debris); both internally and externally; was effective and resulted in a safe; logical conclusion to the emergency. However; radio frequency static and ACARS NO COMM indications did delay the communication with Dispatch. It may have been more effective to get an ARINC phone patch to Dispatch instead of going through Ops.
B737-700 flight crew experiences an Anti-Skid Inop light at lift off. Soon after a Flight Attendant informs that a passenger saw a tire throw its tread. After discussions with Dispatch and Hydraulic System A fluid loss the crew elects to return to the departure airport.