Narrative:

At approximately 100 knots the number 3 tire blew. We heard a very loud noise and the right side of aircraft lifted. It was apparent that we would not be able to takeoff and the rejected takeoff procedure was initiated. At that point I was unable to tell if a tire had blown or if we had lost an engine. I believe the last airspeed noted was 113 knots. We remained on the runway center-line. As we came to a stop; the airplane began to pull hard to the left towards the operational brakes. We remained on the runway and [advised ATC of emergency] and had the fire trucks meet the aircraft. We completed the rejected takeoff checklist. We contacted the flight attendants to look for any fire indications from the over-wing exits. They did not see any fire coming from the wing area. Tower saw smoke coming from the landing gear. Tower thought we had an engine fire. Airport fire rescue (arf) was very quick to respond to the aircraft. We tried to get a discrete frequency for arf and finally did after a couple of minutes. Before we established contact with arf tower was giving us information. Tower was unable to tell which side of the aircraft the fire was coming from and the flight attendants saw no fire from the over-wing exits. The tower was having difficulty telling the location of the smoke or if there was fire. There were no wheel well or engine fire indications from the flight deck. We shut down both engines and were evaluating the need for evacuation. At that time arf arrived and we were able to establish radio contact. At the point when we were about to initiate the evacuation arf was able to quickly extinguish the smoke and fire. We determined that immediate evacuation was not necessary. Airport operations met the aircraft with buses and all passengers exited through the main cabin door safely. We maintained continuous communication with the flight attendants and passengers through the entire process. My first officer did an excellent job completing checklists and communicating ideas.

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Original NASA ASRS Text

Title: B737 flight crew experienced a tire failure at 110 knots during takeoff and rejected. Airport Rescue and Firefighting arrived quickly and extinguished a small fire that developed on the main gear with the failed tire. No evacuation was necessary.

Narrative: At approximately 100 knots the Number 3 tire blew. We heard a very loud noise and the right side of aircraft lifted. It was apparent that we would not be able to takeoff and the rejected takeoff procedure was initiated. At that point I was unable to tell if a tire had blown or if we had lost an engine. I believe the last airspeed noted was 113 knots. We remained on the runway center-line. As we came to a stop; the airplane began to pull hard to the left towards the operational brakes. We remained on the runway and [advised ATC of emergency] and had the fire trucks meet the Aircraft. We completed the rejected takeoff checklist. We contacted the flight attendants to look for any fire indications from the over-wing exits. They did not see any fire coming from the wing area. Tower saw smoke coming from the landing gear. Tower thought we had an engine fire. Airport Fire Rescue (ARF) was very quick to respond to the aircraft. We tried to get a discrete frequency for ARF and finally did after a couple of minutes. Before we established contact with ARF Tower was giving us information. Tower was unable to tell which side of the aircraft the fire was coming from and the flight attendants saw no fire from the over-wing exits. The tower was having difficulty telling the location of the smoke or if there was fire. There were no wheel well or engine fire indications from the flight deck. We shut down both engines and were evaluating the need for evacuation. At that time ARF arrived and we were able to establish radio contact. At the point when we were about to initiate the Evacuation ARF was able to quickly extinguish the smoke and fire. We determined that immediate evacuation was not necessary. Airport operations met the aircraft with buses and all passengers exited through the main cabin door safely. We maintained continuous communication with the flight attendants and passengers through the entire process. My first officer did an excellent job completing checklists and communicating ideas.

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.