Narrative:

The ILS approach to runway 27L was 'stabilized' throughout. The autoplt and autothrottles were selected disconnected at approximately 200 ft AGL. Touchdown was on GS and on runway centerline. Although there was a crosswind, the nose of the aircraft was aligned correctly with the runway centerline at touchdown. The aircraft jerked slightly to the right when the main gear touched. Touchdown was obviously more firm than was anticipated due to the locked wheel, however, was not a hard landing. Although armed, the automatic speed brakes did not deploy, so captain manually deployed them while initiating considerably more left rudder input. Asymmetrical reverse thrust was initiated to ensure continual runway centerline alignment during rollout. Captain carefully slowed the aircraft, then exited the runway at high-speed (N2) from runway 27L. After exiting and stopping while holding short of runway 27R at taxiway T, the flight crew heard the tower controller initiate a go around for another aircraft citing 'a possible blown tire from the preceding aircraft.' the tower controller did not notify flight crew we had a possible blown tire. Therefore, the flight crew initiated an inquiry to make the determination. The tower controller responded to flight crew saying he 'heard a loud noise and there was considerably more smoke during the touchdown.' while holding short of runway 27R at taxiway T, captain turned the nosewheel steering 90 degrees to maintain the parking position without setting the parking brake until the brake/tire situation could be inspected by ground personnel. The first officer inquired of the flight attendants if they had heard anything on landing. The flight attendants responded 'we heard loud popping noise.' flight crew had a fire truck and ground services personnel inspect the landing gear to confirm a blown tire, assess the condition of the landing gear, and ascertain if there was any fire potential. The tower controller did not provide a frequency for the flight crew to communicate with ground vehicles/personnel. The flight crew had to ask for a communication frequency. The first officer and captain divided up who would communicate with who on what frequencys. The captain communicated directly with ground service personnel under the aircraft. The first officer made a PA to the passenger. There was an ACARS message from flight control asking if he could assist with our 'emergency.' flight crew responded 'no emergency at this time.' first officer contacted atlanta maintenance, apprised them of our situation and location, discussed taxiing aircraft with a blown tire. Maintenance advised that it was 'ok to taxi the aircraft to the gate with 1 blown tire. After several mins, the captain received confirmation from ground personnel the left forward right main gear tire had blown, there was no fire potential, and the landing gear appeared undamaged. After fire and ground personnel advised that the tire was not on fire and all vehicles were clear, tower cleared us to the gate. At the gate, a mechanic stated that 'it is pretty evident the anti-skid on the right main landing gear had not released for landing, blowing the tire.'

Related reports:

Google
 

Original NASA ASRS Text

Title: B767-300 CREW HAD A MAIN GEAR TIRE BLOW ON LNDG AT ATL.

Narrative: THE ILS APCH TO RWY 27L WAS 'STABILIZED' THROUGHOUT. THE AUTOPLT AND AUTOTHROTTLES WERE SELECTED DISCONNECTED AT APPROX 200 FT AGL. TOUCHDOWN WAS ON GS AND ON RWY CTRLINE. ALTHOUGH THERE WAS A XWIND, THE NOSE OF THE ACFT WAS ALIGNED CORRECTLY WITH THE RWY CTRLINE AT TOUCHDOWN. THE ACFT JERKED SLIGHTLY TO THE R WHEN THE MAIN GEAR TOUCHED. TOUCHDOWN WAS OBVIOUSLY MORE FIRM THAN WAS ANTICIPATED DUE TO THE LOCKED WHEEL, HOWEVER, WAS NOT A HARD LNDG. ALTHOUGH ARMED, THE AUTO SPD BRAKES DID NOT DEPLOY, SO CAPT MANUALLY DEPLOYED THEM WHILE INITIATING CONSIDERABLY MORE L RUDDER INPUT. ASYMMETRICAL REVERSE THRUST WAS INITIATED TO ENSURE CONTINUAL RWY CTRLINE ALIGNMENT DURING ROLLOUT. CAPT CAREFULLY SLOWED THE ACFT, THEN EXITED THE RWY AT HIGH-SPD (N2) FROM RWY 27L. AFTER EXITING AND STOPPING WHILE HOLDING SHORT OF RWY 27R AT TXWY T, THE FLC HEARD THE TWR CTLR INITIATE A GAR FOR ANOTHER ACFT CITING 'A POSSIBLE BLOWN TIRE FROM THE PRECEDING ACFT.' THE TWR CTLR DID NOT NOTIFY FLC WE HAD A POSSIBLE BLOWN TIRE. THEREFORE, THE FLC INITIATED AN INQUIRY TO MAKE THE DETERMINATION. THE TWR CTLR RESPONDED TO FLC SAYING HE 'HEARD A LOUD NOISE AND THERE WAS CONSIDERABLY MORE SMOKE DURING THE TOUCHDOWN.' WHILE HOLDING SHORT OF RWY 27R AT TXWY T, CAPT TURNED THE NOSEWHEEL STEERING 90 DEGS TO MAINTAIN THE PARKING POS WITHOUT SETTING THE PARKING BRAKE UNTIL THE BRAKE/TIRE SIT COULD BE INSPECTED BY GND PERSONNEL. THE FO INQUIRED OF THE FLT ATTENDANTS IF THEY HAD HEARD ANYTHING ON LNDG. THE FLT ATTENDANTS RESPONDED 'WE HEARD LOUD POPPING NOISE.' FLC HAD A FIRE TRUCK AND GND SVCS PERSONNEL INSPECT THE LNDG GEAR TO CONFIRM A BLOWN TIRE, ASSESS THE CONDITION OF THE LNDG GEAR, AND ASCERTAIN IF THERE WAS ANY FIRE POTENTIAL. THE TWR CTLR DID NOT PROVIDE A FREQ FOR THE FLC TO COMMUNICATE WITH GND VEHICLES/PERSONNEL. THE FLC HAD TO ASK FOR A COM FREQ. THE FO AND CAPT DIVIDED UP WHO WOULD COMMUNICATE WITH WHO ON WHAT FREQS. THE CAPT COMMUNICATED DIRECTLY WITH GND SVC PERSONNEL UNDER THE ACFT. THE FO MADE A PA TO THE PAX. THERE WAS AN ACARS MESSAGE FROM FLT CTL ASKING IF HE COULD ASSIST WITH OUR 'EMER.' FLC RESPONDED 'NO EMER AT THIS TIME.' FO CONTACTED ATLANTA MAINT, APPRISED THEM OF OUR SIT AND LOCATION, DISCUSSED TAXIING ACFT WITH A BLOWN TIRE. MAINT ADVISED THAT IT WAS 'OK TO TAXI THE ACFT TO THE GATE WITH 1 BLOWN TIRE. AFTER SEVERAL MINS, THE CAPT RECEIVED CONFIRMATION FROM GND PERSONNEL THE L FORWARD R MAIN GEAR TIRE HAD BLOWN, THERE WAS NO FIRE POTENTIAL, AND THE LNDG GEAR APPEARED UNDAMAGED. AFTER FIRE AND GND PERSONNEL ADVISED THAT THE TIRE WAS NOT ON FIRE AND ALL VEHICLES WERE CLR, TWR CLRED US TO THE GATE. AT THE GATE, A MECH STATED THAT 'IT IS PRETTY EVIDENT THE ANTI-SKID ON THE R MAIN LNDG GEAR HAD NOT RELEASED FOR LNDG, BLOWING THE TIRE.'

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.