Narrative:

Just prior to takeoff rotation; we experienced a blown tire on the left main gear. The resulting debris caused significant damage in the wheel well area; resulting in complete loss of system hydraulics. We continued to climb out and elected to leave the gear down. We then accelerated and cleaned up the flaps. Next we completed the QRH checklist for loss of system a. We did note; however; that there was no checklist for blown tire. We also communicated with ATC; operations; dispatch; the flight attendants; and passengers. We then computed the landing data considering all inoperative equipment and determined that we had plenty of landing distance; while noting that it would be an overweight landing. We proceeded to fly an ATC vectored box pattern at 6000 feet and set up for an ILS to return. The approach was uneventful and touchdown was smooth. As soon as the nose gear touched down we began to experience a significant shudder attributable to the blown tire. The captain was able to slow and maintain directional control until approximately 60 knots. Unbeknownst to us; the exploding tire had completely disabled left side brakes. As the aircraft continued to slow we began to lose rudder authority and the aircraft started to drift to the right. The captain made every attempt to maintain centerline using tiller; rudder; differential braking; and differential reverse thrust but to no avail. We departed the runway surface to the right; somewhere between 20-50 knots. The aircraft came to a quick stop approximately 30 feet off the runway. The gear remained extended and no other tires blew. There were no cockpit indications of a fire or other damage and the captain secured the engines. We completed the first few steps of the evacuation checklist just in case the need arose. There were no injuries to the passengers or crew and the passengers were eventually deplaned via air stairs and taken by bus to the terminal. The remainder of the emergency was uneventful. In the turmoil that followed; we documented the blown tire and loss of hydraulics in the logbook; but forgot to enter an overweight landing. However; maintenance was verbally informed of the fact a short time later. There needs to be a checklist in the QRH for blown tire. As emergencies go; this one is fairly common. That checklist should highlight all the applicable checklists to reference and the fact that a severe enough tire explosion may completely disable the brakes on that side and result in significant ground control issues.

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Original NASA ASRS Text

Title: B737-700 flight crew experience a main gear tire failure at rotation. The takeoff is continued; the gear is left down and the loss of System A hydraulics is noted. The crew returns to the departure airport for an overweight landing where it is discovered that the left brakes are inoperative. A runway excursion occurs at low speed with no further damage to the aircraft and no evacuation is necessary.

Narrative: Just prior to takeoff rotation; we experienced a blown tire on the left main gear. The resulting debris caused significant damage in the wheel well area; resulting in complete loss of system hydraulics. We continued to climb out and elected to leave the gear down. We then accelerated and cleaned up the flaps. Next we completed the QRH checklist for Loss of System A. We did note; however; that there was no checklist for Blown Tire. We also communicated with ATC; Operations; Dispatch; the Flight Attendants; and Passengers. We then computed the landing data considering all inoperative equipment and determined that we had plenty of landing distance; while noting that it would be an overweight landing. We proceeded to fly an ATC vectored box pattern at 6000 feet and set up for an ILS to return. The approach was uneventful and touchdown was smooth. As soon as the nose gear touched down we began to experience a significant shudder attributable to the blown tire. The Captain was able to slow and maintain directional control until approximately 60 knots. Unbeknownst to us; the exploding tire had completely disabled left side brakes. As the aircraft continued to slow we began to lose rudder authority and the aircraft started to drift to the right. The Captain made every attempt to maintain centerline using tiller; rudder; differential braking; and differential reverse thrust but to no avail. We departed the runway surface to the right; somewhere between 20-50 knots. The aircraft came to a quick stop approximately 30 feet off the runway. The gear remained extended and no other tires blew. There were no cockpit indications of a fire or other damage and the Captain secured the engines. We completed the first few steps of the Evacuation Checklist just in case the need arose. There were no injuries to the Passengers or Crew and the Passengers were eventually deplaned via air stairs and taken by bus to the terminal. The remainder of the emergency was uneventful. In the turmoil that followed; we documented the blown tire and loss of hydraulics in the logbook; but forgot to enter an overweight landing. However; Maintenance was verbally informed of the fact a short time later. There needs to be a checklist in the QRH for blown tire. As emergencies go; this one is fairly common. That checklist should highlight all the applicable checklists to reference and the fact that a severe enough tire explosion may completely disable the brakes on that side and result in significant ground control issues.

Data retrieved from NASA's ASRS site 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.