Flight Crew Air Transport Pilot (ATP)
Flight Crew Last 90 Days 249; Flight Crew Type 3500
Workload; Communication Breakdown; Situational Awareness; Training / Qualification; Troubleshooting
Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy; Flight Deck / Cabin / Aircraft Event Other / Unknown
Aircraft Aircraft Damaged; Flight Crew Returned To Departure Airport; Flight Crew FLC complied w / Automation / Advisory; General Maintenance Action
Human Factors; Procedure; Aircraft
Flight started out with me doing the preflight of the aircraft. I did not notice any anything unusual about the main gear tires. Tires 1 and 2 were worn but no deep cuts or cord showing and there was still a tread groove around both tires. Tires 3 and 4 looked to be fairly new with deep tread still left on them. I complete the pre-flight and all my other duties before departure. The taxi out was long but normal as we were headed to RWY XXL for departure. We were holding short of RWY XXL and tower cleared us onto the runway and also cleared us for takeoff. The Captain added power and we started to roll across the runway hold short line. Just about the time we crossed over the hold shot lines the fight attendant called from the back. I picked up the phone and asked the flight attendant what's up. The flight attendant stated that 'she heard a popping noise'. I asked her if it was still doing it and she said no it just did it once. I told the Captain what the flight attendant had said. The Captain asked me if I heard anything. I said 'no' I just heard us crossing the hold short recessed lights. The Captain said 'I did not hear anything either'. I told the flight attendant that I only heard us crossing the hold short taxi lights. The flight attendant said okay. The Captain and I looked over all the engine gauges and overhead panels. The Captain asked me if I think everything look good and I said yes. He said okay then let's go. The Captain had started to push up the power levers at about the same time we looked everything over to make sure we had no indications of a problem. So by the time he asked me if I thought everything looked good; the engines were spooled at about 40 percent and stable. We then started the takeoff roll down the runway. Everything was normal about the acceleration up to 100 knots. I called 100 knots. Still everything was normal about the aircraft as we kept accelerating towards V1 speed. I called V1 then rotate. Again; everything was normal about the takeoff rotation and lift off. I called positive rate and the Captain called for the gear up. Just after the gear was in the wheel well I heard the aircraft behind us call tower. The aircraft in position and holding behind us on RWY XXL said to the tower 'I think the airplane that just took off may have blown a tire'. The Captain and I looked at each other and said that must be us. About that time the tower called and said 'Flight XXXX did you hear that?' I acknowledged the tower and said 'yes'. By this time we are at about 400 ft and we went to heading select and started a left turn on the departure. We continued climbing to 1000 ft and started to clean up the airplane and accelerated to 250 knots. We then switched to departure and told them that we wanted to stay at 4000 feet and that we may have blown a tire on takeoff. The Captain and I both agreed that we should not continue the flight. We had no idea whether it was the left side or right that had blown or if it was one or even two tires that had blown. The Captain said to me 'will you fly?' I said I have the aircraft and switched the flight director over to my side. The Captain said 'I will contact the company; maintenance; flight attendants and talk to the people.' Meanwhile I flew the airplane and talked to ATC. I asked ATC if we could fly out to the southeast somewhere and hold. They gave me the identifier to the ZZZ VOR and cleared us direct to the VOR and hold. So that is what we did. The Captain looked at the QRH but there was nothing for a blown tire. He then called Maintenance and they told him that they were not pilots and to look at the QRH. The Captain told MX that there was no procedure for a blown tire and tried to get some information from MX to help us determine what tires may have blown. He asked Maintenance to check with airport OPS to see if they could tell even which side had blown based on tire rubber on the runway. We came to the conclusion after some time that it was the left side that had blown but we still did not know if it was one or both of the tires. The Captain briefed the flight attendants as if we had blown both tires and we may have to evacuate the aircraft if we go off the runway. The Captain made a PA to the passengers as to what had happened. We knew that we had to do an overweight landing. The Captain asked Maintenance about landing overweight with only one tire. They said it should be okay. We decided to land on Runway YZ with flaps 40 and brakes 2. We landed safely and rolled to the end of Runway YZ. The fire department checked the brake temperatures and said it looks like both tires are still inflated. The fire department asked if we could clear the runway and shut down the number one engine. The fire department then took a closer look at the tires. They thought it would be okay to continue to the gate. We taxied the aircraft to gate. Back at the gate I looked at the tire and indeed it had lost tread; and was damaged; but was still inflated.I have subsequently learned that there may be discrepancies in reports about the sequence of events regarding communication with the flight attendant and the report of hearing the popping noise. I am reporting the sequence to the best of my recollection. I am certain that the Captain and I did not believe we had an actual tire problem before taking off; and only knew of the tire problem once we got the radio report from the other aircraft behind us.
I received communication that there potentially may be; discrepancies in reports addressing a tire failure on takeoff roll. I am unable to address other crew member's recollection of events. After receiving takeoff clearance; aircraft was maneuvered to take off position; throttles advanced to prescribed take off setting; and departure roll began. During the takeoff roll and accelerating; FA's 'chimed' the flight deck. Speed would be estimated at 80 KTS and accelerating. ALL indications NORMAL. At this point in the takeoff roll - I did not feel it appropriate to answer the call due to pilot flying duties. I stated to the First Officer; we would address the call at a safe altitude. Normal take off. We began a left turn at approximately 400+ ft and the First Officer then got in contact with the Flight Attendants. They informed him they had heard a 'bang'. He inquired to obtain more specifics. At that time; the aircraft holding short made a radio transmission that they believed the departing aircraft (ours) may have blown a tire. With this information received; the flight crew informed ATC that we would like to be vectored away from ZZZ to obtain more information from Company and maintenance. Maintenance personnel were extremely helpful. We held approximately 45 miles southeast of the airport to burn fuel to reduce landing weight and coordinate return to ZZZ. Flight attendants; passengers; Company; dispatch; ATC; and maintenance all worked together to coordinate an uneventful return to the airport. Equipment [was] requested. Uneventful landing in ZZZ. Fire department inspected landing gear. Maintenance inspected landing gear. It was determined that it was safe to taxi aircraft to assigned gate.
B737-800 flight crew reported a Flight Attendant informed them of a popping noise as the flight taxied into position for takeoff. The flight crew did not see any discrepancies and departed; but were notified by another crew that a tire may have failed. The flight returned to the departure airport.