Narrative:

On takeoff we got a vibration after 80 knots but before V1. We continued the takeoff; and at rotation we got a master caution. I looked up and saw we had an a-system hydraulic failure. We decided to leave the landing gear down and [advise ATC]. We ran the QRH checklist and then called the flight attendants to make sure everything was normal in the back. The B flight attendant said he thought we had blown a tire. We were nearly 17;000 pounds overweight for a normal landing and began coordinating with dispatch and maintenance. A decision was made to burn the fuel off and return for a normal weight landing.after holding for 20 minutes; we lost the right main aft fuel pump. With compounding failures; we decided an overweight landing was now the best choice of action. The right main gear indicator on the forward panel was dark; but the overhead showed three green. Not knowing the condition of the other right main tire; ATC allowed us a low approach to 25R for visual confirmation. They said it appeared to be intact. We completed the remaining QRH checklists (descent; approach; and landing) and came back for a landing. On touchdown; just before 100 knots the aircraft began veering to the left. Tiller control became ineffective but we were able to maintain control with maximum reverse thrust on the number 2 engine. We came to a stop and with no indication of fire; I asked the passengers to remain seated. Crash fire and rescue inspected the aircraft and confirmed no fire. B-system hydraulic fluid now indicated zero quantity. We asked ATC to send for buses and air stairs and that would remain on the runway. The passengers deplaned without incident and there were no injuries.the tread on the [right main inboard] blown tire was in great shape so I don't know how it could have been prevented.

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Original NASA ASRS Text

Title: B737NG flight crew reported returning to departure airport after they experienced the failure of a main gear tire on the takeoff roll.

Narrative: On takeoff we got a vibration after 80 knots but before V1. We continued the takeoff; and at rotation we got a Master Caution. I looked up and saw we had an A-System Hydraulic Failure. We decided to leave the landing gear down and [advise ATC]. We ran the QRH checklist and then called the Flight Attendants to make sure everything was normal in the back. The B Flight Attendant said he thought we had blown a tire. We were nearly 17;000 pounds overweight for a normal landing and began coordinating with Dispatch and Maintenance. A decision was made to burn the fuel off and return for a normal weight landing.After holding for 20 minutes; we lost the right main aft fuel pump. With compounding failures; we decided an overweight landing was now the best choice of action. The right main gear indicator on the forward panel was dark; but the overhead showed three green. Not knowing the condition of the other right main tire; ATC allowed us a low approach to 25R for visual confirmation. They said it appeared to be intact. We completed the remaining QRH checklists (Descent; Approach; and Landing) and came back for a landing. On touchdown; just before 100 knots the aircraft began veering to the left. Tiller control became ineffective but we were able to maintain control with maximum reverse thrust on the number 2 engine. We came to a stop and with no indication of fire; I asked the passengers to remain seated. Crash Fire and Rescue inspected the aircraft and confirmed no fire. B-System Hydraulic fluid now indicated zero quantity. We asked ATC to send for buses and air stairs and that would remain on the runway. The passengers deplaned without incident and there were no injuries.The tread on the [right main inboard] blown tire was in great shape so I don't know how it could have been prevented.

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.