Narrative:

Captain was PF, first officer was PNF on flight ZZZ-ZZZ1. Normal takeoff ZZZ. On command, gear up, first officer noticed right main gear unsafe red light. Left gear down to evaluate problem. Informed departure of problem. Reviewed QRH and concluded we had no indication of a tire failure. Raised gear and had normal indications. As we had no indications of a problem, proceeded to ZZZ1, WX good, 7.2 fog. In cruise, I decided to review all appropriate checklists in the event we encountered a problem when lowering gear. QRH land 5 gear handle down with 1 or more red light. Land 10 emergency gear extension. Land 1 abnormal landing gear confign. 13.1 emergency landing. All above procedures were reviewed 3 times in cruise. Contacted dispatch and maintenance controller to inform of possible problem and intention to divert to ZZZ2, if needed. To minimize workload should we have a problem, briefed #1 flight attendant of situation, currently no problem but wanted to review all possibilities with her to prepare the flight attendants. Discussed divert to ZZZ2 evacuate/evacuation, gear unsafe first officer to cabin to check periscope, etc. Arriving in ZZZ1 aircraft on approach to runway 4L ZZZ1, lowered gear at 2500 ft and right red landing gear illuminated. I declared an emergency and followed go around instructions. Made appropriate PA to passenger, subsequently made several PA's to passenger to inform them of situation and no concerns warranted. Followed QRH 10 emergency gear extension with no success. Sent first officer to cabin to verify gear down and locked with periscope. Plan was to follow checklist and burn down to minimum fuel arrive 4.0 pounds over OM. First officer took longer than anticipated as he had problem with lighting in viewing port. At 5.0 pounds of fuel remaining and first officer still in cabin and wanting to avoid any further problems with potential delays, I declared a fuel emergency and requested vectors to ZZZ2 longest runway with crash fire rescue equipment standing by. First officer returned to cockpit and confirmed gear down and locked with periscope. Briefed #1 flight attendant. Made normal landing on runway 31L ZZZ2. On landing roll, felt a vibration and elected not to use brakes, used reversers to bring aircraft to a stop, 5000 ft remaining. Made PA to flight attendant to remain seated and stand by. Requested crash fire rescue equipment to inspect aircraft for smoke, fire damage -- all normal. Air carrier maintenance inspected aircraft also. I requested they pin the gear, handed them the gear pins. Maintenance advised ok to taxi. Taxied to gate with crash fire rescue equipment requested to follow to gate. No injuries reported, passenger bussed to destination. Preliminary maintenance report, separated tire recap from tire body and damage to flaps. Crew performed professionally in a calm, methodical manner, a reflection of their training.

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Original NASA ASRS Text

Title: MD80 CREW HAD THE R MAIN TIRE FAIL ON TKOF.

Narrative: CAPT WAS PF, FO WAS PNF ON FLT ZZZ-ZZZ1. NORMAL TKOF ZZZ. ON COMMAND, GEAR UP, FO NOTICED R MAIN GEAR UNSAFE RED LIGHT. LEFT GEAR DOWN TO EVALUATE PROB. INFORMED DEP OF PROB. REVIEWED QRH AND CONCLUDED WE HAD NO INDICATION OF A TIRE FAILURE. RAISED GEAR AND HAD NORMAL INDICATIONS. AS WE HAD NO INDICATIONS OF A PROB, PROCEEDED TO ZZZ1, WX GOOD, 7.2 FOG. IN CRUISE, I DECIDED TO REVIEW ALL APPROPRIATE CHKLISTS IN THE EVENT WE ENCOUNTERED A PROB WHEN LOWERING GEAR. QRH LAND 5 GEAR HANDLE DOWN WITH 1 OR MORE RED LIGHT. LAND 10 EMER GEAR EXTENSION. LAND 1 ABNORMAL LNDG GEAR CONFIGN. 13.1 EMER LNDG. ALL ABOVE PROCS WERE REVIEWED 3 TIMES IN CRUISE. CONTACTED DISPATCH AND MAINT CTLR TO INFORM OF POSSIBLE PROB AND INTENTION TO DIVERT TO ZZZ2, IF NEEDED. TO MINIMIZE WORKLOAD SHOULD WE HAVE A PROB, BRIEFED #1 FLT ATTENDANT OF SIT, CURRENTLY NO PROB BUT WANTED TO REVIEW ALL POSSIBILITIES WITH HER TO PREPARE THE FLT ATTENDANTS. DISCUSSED DIVERT TO ZZZ2 EVAC, GEAR UNSAFE FO TO CABIN TO CHK PERISCOPE, ETC. ARRIVING IN ZZZ1 ACFT ON APCH TO RWY 4L ZZZ1, LOWERED GEAR AT 2500 FT AND R RED LNDG GEAR ILLUMINATED. I DECLARED AN EMER AND FOLLOWED GAR INSTRUCTIONS. MADE APPROPRIATE PA TO PAX, SUBSEQUENTLY MADE SEVERAL PA'S TO PAX TO INFORM THEM OF SIT AND NO CONCERNS WARRANTED. FOLLOWED QRH 10 EMER GEAR EXTENSION WITH NO SUCCESS. SENT FO TO CABIN TO VERIFY GEAR DOWN AND LOCKED WITH PERISCOPE. PLAN WAS TO FOLLOW CHKLIST AND BURN DOWN TO MINIMUM FUEL ARRIVE 4.0 LBS OVER OM. FO TOOK LONGER THAN ANTICIPATED AS HE HAD PROB WITH LIGHTING IN VIEWING PORT. AT 5.0 LBS OF FUEL REMAINING AND FO STILL IN CABIN AND WANTING TO AVOID ANY FURTHER PROBS WITH POTENTIAL DELAYS, I DECLARED A FUEL EMER AND REQUESTED VECTORS TO ZZZ2 LONGEST RWY WITH CFR STANDING BY. FO RETURNED TO COCKPIT AND CONFIRMED GEAR DOWN AND LOCKED WITH PERISCOPE. BRIEFED #1 FLT ATTENDANT. MADE NORMAL LNDG ON RWY 31L ZZZ2. ON LNDG ROLL, FELT A VIBRATION AND ELECTED NOT TO USE BRAKES, USED REVERSERS TO BRING ACFT TO A STOP, 5000 FT REMAINING. MADE PA TO FLT ATTENDANT TO REMAIN SEATED AND STAND BY. REQUESTED CFR TO INSPECT ACFT FOR SMOKE, FIRE DAMAGE -- ALL NORMAL. ACR MAINT INSPECTED ACFT ALSO. I REQUESTED THEY PIN THE GEAR, HANDED THEM THE GEAR PINS. MAINT ADVISED OK TO TAXI. TAXIED TO GATE WITH CFR REQUESTED TO FOLLOW TO GATE. NO INJURIES RPTED, PAX BUSSED TO DEST. PRELIMINARY MAINT RPT, SEPARATED TIRE RECAP FROM TIRE BODY AND DAMAGE TO FLAPS. CREW PERFORMED PROFESSIONALLY IN A CALM, METHODICAL MANNER, A REFLECTION OF THEIR TRAINING.

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.