Narrative:

We had left denver and planned a quick turn fuel stop in lincoln. Landing in lincoln was normal. I noticed that the right outboard main landing gear tire appeared to be low. I borrowed a tire pressure gauge from the fueler and determined that it was probably low. I called my maintenance department for guidance and had the FBO service the tire. We departed lnk on runway 17R. At approximately V1, we detected a tire failure and we continued the takeoff. I advised my first officer to keep the gear extended and to advise the tower of our tire failure and to request emergency equipment. I then gave my first officer control of the aircraft and I advised our passenger of what had happened and that we would be making a precautionary landing again at lincoln where they have a 12000 ft runway, emergency equipment, and a major repair facility. We performed necessary checklist and I made a flat approach and a soft landing touching down left wheels first. I used thrust reversers and stayed off the right brakes. Passing through 80 KTS, the remaining tire failed on the right side. We maintained control and stopped without further event, we shut down on the runway and directed our passenger to exit the aircraft before us. Supplemental information from acn 556172: FBO serviced tire in question. Aircraft demonstrated strong vibrations from right main wheel after V1. Directional control was maintained by cap on runway until aircraft came to complete stop. Aircraft was evacuated safely with emergency vehicles present on runway. Callback conversation with reporter revealed the following information: reporter stated that the maintenance personnel fixing the tire after this incident did not find any problem with the wheels, as they did not have blown heat plugs or wear from scraping the runway. Inadequate air pressure is suspected even though air had evidently been added just prior to flight. He further stated that he was pleased after this incident that he decided to keep the gear down and return to land, due to the possible hot wheel either jamming during retraction and/or causing a fire. He recommends to pilots that it is safer to continue takeoff at V1 if a tire is suspected of blowing so that the entire runway length can be used for decelerating after landing since the side with blown tires has very little stopping friction to help slow that side of the aircraft. As it was, he could not use much braking, or reverse thrust on the left gear and engine in order to maintain directional control.

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Original NASA ASRS Text

Title: LEAR JET 55 FLC DECLARED AN EMER AND RETURN LAND DUE TO AN UNUSUAL VIBRATION AT V1 FROM THE R MAIN GEAR AREA.

Narrative: WE HAD LEFT DENVER AND PLANNED A QUICK TURN FUEL STOP IN LINCOLN. LNDG IN LINCOLN WAS NORMAL. I NOTICED THAT THE R OUTBOARD MAIN LNDG GEAR TIRE APPEARED TO BE LOW. I BORROWED A TIRE PRESSURE GAUGE FROM THE FUELER AND DETERMINED THAT IT WAS PROBABLY LOW. I CALLED MY MAINT DEPT FOR GUIDANCE AND HAD THE FBO SVC THE TIRE. WE DEPARTED LNK ON RWY 17R. AT APPROX V1, WE DETECTED A TIRE FAILURE AND WE CONTINUED THE TKOF. I ADVISED MY FO TO KEEP THE GEAR EXTENDED AND TO ADVISE THE TWR OF OUR TIRE FAILURE AND TO REQUEST EMER EQUIP. I THEN GAVE MY FO CTL OF THE ACFT AND I ADVISED OUR PAX OF WHAT HAD HAPPENED AND THAT WE WOULD BE MAKING A PRECAUTIONARY LNDG AGAIN AT LINCOLN WHERE THEY HAVE A 12000 FT RWY, EMER EQUIP, AND A MAJOR REPAIR FACILITY. WE PERFORMED NECESSARY CHKLIST AND I MADE A FLAT APCH AND A SOFT LNDG TOUCHING DOWN L WHEELS FIRST. I USED THRUST REVERSERS AND STAYED OFF THE R BRAKES. PASSING THROUGH 80 KTS, THE REMAINING TIRE FAILED ON THE R SIDE. WE MAINTAINED CTL AND STOPPED WITHOUT FURTHER EVENT, WE SHUT DOWN ON THE RWY AND DIRECTED OUR PAX TO EXIT THE ACFT BEFORE US. SUPPLEMENTAL INFO FROM ACN 556172: FBO SERVICED TIRE IN QUESTION. ACFT DEMONSTRATED STRONG VIBRATIONS FROM R MAIN WHEEL AFTER V1. DIRECTIONAL CTL WAS MAINTAINED BY CAP ON RWY UNTIL ACFT CAME TO COMPLETE STOP. ACFT WAS EVACUATED SAFELY WITH EMER VEHICLES PRESENT ON RWY. CALLBACK CONVERSATION WITH RPTR REVEALED THE FOLLOWING INFO: RPTR STATED THAT THE MAINT PERSONNEL FIXING THE TIRE AFTER THIS INCIDENT DID NOT FIND ANY PROB WITH THE WHEELS, AS THEY DID NOT HAVE BLOWN HEAT PLUGS OR WEAR FROM SCRAPING THE RWY. INADEQUATE AIR PRESSURE IS SUSPECTED EVEN THOUGH AIR HAD EVIDENTLY BEEN ADDED JUST PRIOR TO FLT. HE FURTHER STATED THAT HE WAS PLEASED AFTER THIS INCIDENT THAT HE DECIDED TO KEEP THE GEAR DOWN AND RETURN TO LAND, DUE TO THE POSSIBLE HOT WHEEL EITHER JAMMING DURING RETRACTION AND/OR CAUSING A FIRE. HE RECOMMENDS TO PLTS THAT IT IS SAFER TO CONTINUE TKOF AT V1 IF A TIRE IS SUSPECTED OF BLOWING SO THAT THE ENTIRE RWY LENGTH CAN BE USED FOR DECELERATING AFTER LNDG SINCE THE SIDE WITH BLOWN TIRES HAS VERY LITTLE STOPPING FRICTION TO HELP SLOW THAT SIDE OF THE ACFT. AS IT WAS, HE COULD NOT USE MUCH BRAKING, OR REVERSE THRUST ON THE L GEAR AND ENG IN ORDER TO MAINTAIN DIRECTIONAL CTL.

Data retrieved from NASA's ASRS site as of July 2007 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.