Narrative:

At rotation; a rubber burning odor was noticed by the cockpit crew; with all other indications normal. Gear and flap retraction normal. ATC switched us to departure and at about 5000 ft; departure notified us that aircraft waiting to cross runway witnessed debris coming from our aircraft. I contacted dispatcher and advised him of our situation and requested him to investigate our situation from his end. I discussed situation with maintenance coordinator and I elected to continue to ZZZ to burn fuel as I was 12000 pounds over maximum landing weight and to have the longest runway available for the landing (13000 ft). I continued the flight to ZZZ with the speed brakes extended and at an altitude of FL200 to burn off fuel and get the aircraft as light as possible. I discussed the situation with my first officer and a jumpseating B767 captain. I received more information from the dispatcher that they had found pieces of my flap with the largest being 6 inches by 2 inches with no information on what side the failure was. On descent to FL200; the left engine oil temperature went into the caution range; leading us to expect FOD damage to the left engine. Later; the jumpseating captain's visual inspection confirmed flap damage on the left side. I briefed the flight attendants on the plan of action and just prior to descent I prepared the passenger for the emergency landing. I sent the jumpseating captain back to a position where he could visually monitor the left side of the aircraft and be able to communication to me through the interphone of any problems during touchdown and rollout. I requested a fly-by with maintenance. Upon completion of the fly-by; no significant damage was noted. The jumpseating captain recruited a retired pilot to assist him with a carry off passenger in case of an evacuate/evacuation. I set up for an ILS approach to runway 14R. I touched down; and the first 1000 ft of the runway and spoilers deployed normally; as well as the thrust reversers. The aircraft tracked straight down the runway and I applied very light braking and brought the aircraft to a stop. The fire chief had the thermal imaging on my tire and gave me a reading of 1100 degrees and the status of the tire. With this information I felt it was safe to clear the runway and stop on taxiway M for further inspection. Maintenance got on the headset and verified we had lost #1 tire tread but the case was still inflated. They inspected the flap and gave me the ok to taxi the aircraft to the gate. The passenger deplaned and I inspected the aircraft with maintenance. Gear door damage; flap damage; and possible #1 engine FOD damage is what the mechanics discovered.

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Original NASA ASRS Text

Title: MD80 EXPERIENCES TIRE TREAD SEPARATION ON TKOF. LANDS SAFELY AT DEST.

Narrative: AT ROTATION; A RUBBER BURNING ODOR WAS NOTICED BY THE COCKPIT CREW; WITH ALL OTHER INDICATIONS NORMAL. GEAR AND FLAP RETRACTION NORMAL. ATC SWITCHED US TO DEP AND AT ABOUT 5000 FT; DEP NOTIFIED US THAT ACFT WAITING TO CROSS RWY WITNESSED DEBRIS COMING FROM OUR ACFT. I CONTACTED DISPATCHER AND ADVISED HIM OF OUR SITUATION AND REQUESTED HIM TO INVESTIGATE OUR SITUATION FROM HIS END. I DISCUSSED SITUATION WITH MAINT COORDINATOR AND I ELECTED TO CONTINUE TO ZZZ TO BURN FUEL AS I WAS 12000 LBS OVER MAX LNDG WT AND TO HAVE THE LONGEST RWY AVAILABLE FOR THE LNDG (13000 FT). I CONTINUED THE FLT TO ZZZ WITH THE SPD BRAKES EXTENDED AND AT AN ALT OF FL200 TO BURN OFF FUEL AND GET THE ACFT AS LIGHT AS POSSIBLE. I DISCUSSED THE SITUATION WITH MY FO AND A JUMPSEATING B767 CAPT. I RECEIVED MORE INFO FROM THE DISPATCHER THAT THEY HAD FOUND PIECES OF MY FLAP WITH THE LARGEST BEING 6 INCHES BY 2 INCHES WITH NO INFO ON WHAT SIDE THE FAILURE WAS. ON DSCNT TO FL200; THE L ENG OIL TEMP WENT INTO THE CAUTION RANGE; LEADING US TO EXPECT FOD DAMAGE TO THE L ENG. LATER; THE JUMPSEATING CAPT'S VISUAL INSPECTION CONFIRMED FLAP DAMAGE ON THE L SIDE. I BRIEFED THE FLT ATTENDANTS ON THE PLAN OF ACTION AND JUST PRIOR TO DSCNT I PREPARED THE PAX FOR THE EMER LNDG. I SENT THE JUMPSEATING CAPT BACK TO A POS WHERE HE COULD VISUALLY MONITOR THE L SIDE OF THE ACFT AND BE ABLE TO COM TO ME THROUGH THE INTERPHONE OF ANY PROBS DURING TOUCHDOWN AND ROLLOUT. I REQUESTED A FLY-BY WITH MAINT. UPON COMPLETION OF THE FLY-BY; NO SIGNIFICANT DAMAGE WAS NOTED. THE JUMPSEATING CAPT RECRUITED A RETIRED PLT TO ASSIST HIM WITH A CARRY OFF PAX IN CASE OF AN EVAC. I SET UP FOR AN ILS APCH TO RWY 14R. I TOUCHED DOWN; AND THE FIRST 1000 FT OF THE RWY AND SPOILERS DEPLOYED NORMALLY; AS WELL AS THE THRUST REVERSERS. THE ACFT TRACKED STRAIGHT DOWN THE RWY AND I APPLIED VERY LIGHT BRAKING AND BROUGHT THE ACFT TO A STOP. THE FIRE CHIEF HAD THE THERMAL IMAGING ON MY TIRE AND GAVE ME A READING OF 1100 DEGS AND THE STATUS OF THE TIRE. WITH THIS INFO I FELT IT WAS SAFE TO CLR THE RWY AND STOP ON TXWY M FOR FURTHER INSPECTION. MAINT GOT ON THE HEADSET AND VERIFIED WE HAD LOST #1 TIRE TREAD BUT THE CASE WAS STILL INFLATED. THEY INSPECTED THE FLAP AND GAVE ME THE OK TO TAXI THE ACFT TO THE GATE. THE PAX DEPLANED AND I INSPECTED THE ACFT WITH MAINT. GEAR DOOR DAMAGE; FLAP DAMAGE; AND POSSIBLE #1 ENG FOD DAMAGE IS WHAT THE MECHS DISCOVERED.

Data retrieved from NASA's ASRS site as of January 2009 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.