Narrative:

We picked up the paperwork and proceeded to the airplane. The [placecard] was 97.0 and the fuel on board was 36.4. After pushing back and cleared to taxi we were given a runway change. We completed this per fom. We were then cleared to taxi and hold short runway 26R. We were then cleared to taxi and position and hold on runway 26L. After being cleared for takeoff I was the pilot monitoring; pilot flying advanced the throttles and I set takeoff thrust. Somewhere after V1 and at rotate we received a continuous 'tire failure' warning; I told pilot flying to continue and we climbed out and I requested to fly straight ahead. We did have secondary vibrations during the takeoff climb so we told tower what was going on and [requested priority handling]. We did the after takeoff check list but left the gear down. I told pilot flying to turn on the auto pilot and I then tried to satcom the company but could not get through. I asked captain (a jumpseater) to come up front. I told him I couldn't get through to the company so could he try to call them from his cell phone and advise them what's going on. While he was doing that; we ran the tire failure checklist and decided to return to ZZZ because the gear was still down and we were burning a lot of fuel. We then sent a divert via ACARS and I told tower I would like a long downwind to runway 26R. I also asked to have crash and rescue standing by. I then set up the return to runway 26R and I briefed the ILS. We completed all checklists and returned to an uneventful ILS to runway 26R. Pilot flying did a fantastic job and at 80 kts. I took control of the aircraft and stopped on the runway. The [crash fire rescue crew] did their inspection and determined the aircraft was capable of taxing back to [ramp]. The taxi back was uneventful and we started the APU and completed a normal shutdown. After maintenance came aboard they determined it was a fault on wheels set 5. They also determined the aircraft was still airworthy and returned it to service. On a special note; during their investigation; maintenance discovered that this fault was a reoccurring fault on the last 5 legs (I took pictures if needed) it just happened to occur this time at a critical phase of flight. I also spoke with the assistant chief pilot on duty and advised him on what had occurred. He asked us if we were still fit to fly and at that time both of us said yes because I think our adrenaline was through the roof. However; after arriving in ZZZ1 and getting ready for the next leg to ZZZZ we both realized we were both mentally and physically fatigued; so we called crew scheduling and told them we are calling in fatigue. On a side note the assistant chief pilot on duty came to me after I called in fatigue and stated that they do not have anyone to operate the flight to ZZZZ and if we didn't do it they might have to cancel the flight. I informed him that we had already called in fatigue and could not do it. I don't know if crew schedules was talking to the assistant chief pilot; but I thought this was very strange.

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Original NASA ASRS Text

Title: MD-11 flight crew reported a tire failure during takeoff that resulted in an air return and crew fatigue.

Narrative: We picked up the paperwork and proceeded to the airplane. The [Placecard] was 97.0 and the Fuel on Board was 36.4. After pushing back and cleared to taxi we were given a runway change. We completed this per FOM. We were then cleared to taxi and hold short Runway 26R. We were then cleared to taxi and position and hold on Runway 26L. After being cleared for takeoff I was the Pilot Monitoring; Pilot Flying advanced the throttles and I set takeoff thrust. Somewhere after V1 and at rotate we received a continuous 'Tire failure' warning; I told Pilot Flying to continue and we climbed out and I requested to fly straight ahead. We did have secondary vibrations during the takeoff climb so we told Tower what was going on and [requested priority handling]. We did the after takeoff check list but left the gear down. I told Pilot Flying to turn on the auto pilot and I then tried to SATCOM the company but could not get through. I asked Captain (a jumpseater) to come up front. I told him I couldn't get through to the company so could he try to call them from his cell phone and advise them what's going on. While he was doing that; we ran the tire failure checklist and decided to return to ZZZ because the gear was still down and we were burning a lot of fuel. We then sent a divert via ACARS and I told Tower I would like a long downwind to Runway 26R. I also asked to have crash and rescue standing by. I then set up the return to Runway 26R and I briefed the ILS. We completed all checklists and returned to an uneventful ILS to Runway 26R. Pilot Flying did a fantastic job and at 80 kts. I took control of the aircraft and stopped on the Runway. The [crash fire rescue crew] did their inspection and determined the aircraft was capable of taxing back to [ramp]. The taxi back was uneventful and we started the APU and completed a normal shutdown. After Maintenance came aboard they determined it was a fault on wheels set 5. They also determined the Aircraft was still airworthy and returned it to service. On a special note; during their investigation; Maintenance discovered that this fault was a reoccurring fault on the last 5 legs (I took pictures if needed) it just happened to occur this time at a critical phase of flight. I also spoke with the Assistant Chief Pilot on duty and advised him on what had occurred. He asked us if we were still fit to fly and at that time both of us said yes because I think our adrenaline was through the roof. However; after arriving in ZZZ1 and getting ready for the next leg to ZZZZ we both realized we were both mentally and physically fatigued; so we called crew scheduling and told them we are calling in fatigue. On a side note the Assistant Chief Pilot on duty came to me after I called in fatigue and stated that they do not have anyone to operate the flight to ZZZZ and If we didn't do it they might have to cancel the flight. I informed him that we had already called in fatigue and could not do it. I don't know if crew schedules was talking to the Assistant Chief Pilot; but I thought this was very strange.

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.