Narrative:

Aircraft during the takeoff roll; a weight on wheels annunciator illuminated at 60 KIAS. The sic; who was the PNF; called for rejection of the takeoff which was executed at a maximum speed of 65 KIAS. The PIC; who was the PF; elected to use thrust reversers only and the 6000 ft of available runway to stop. After clearing the runway at the opposite end; the flight crew discussed the takeoff rejection and possible causes for the weight on wheels annunciation. As the wheel brakes had not been used during the rejection; it was decided by the flight crew that no takeoff penalty was incurred. After a delay of 10 mins on the ramp and a briefing of the flight attendant and passenger; the flight crew elected to take off. During the second takeoff roll; the flight crew felt like some foreign object struck the nosewheel at or just above V1. The PIC elected to continue the takeoff as the aircraft was above V1 and initiated a climb out. The flight crew elected to leave the aircraft in the takeoff confign with flaps down as they were concerned about possible damage. ZZZZ tower called on VHF with information that a main tire had blown and that debris consistent with a tire had been found on the runway. The flight crew discussed the situation and elected to divert due to fuel status; confign of aircraft; and the crash fire rescue equipment index of the airport. Center provided vectors to an extended flight path to burn off fuel and thus reduce the landing weight of the aircraft. Upon approach; a local freight pilot in a CE208 attempted to ascertain the status of the landing gear but was unable to assist due to low light conditions. Upon arrival; ATC offered to have the aircraft conduct a series of fly-bys at low altitude to assess the condition of the landing gear. 2 attempts were made at 300 ft and 200 ft AGL but ATC personnel were unable to confidently visualize the gear. The aircraft was then vectored to an intersection and held at pilot's discretion to burn off fuel. Upon reaching 3000 pounds fuel status; the aircraft was vectored inbound for a fly-by at 100 ft AGL; but again; ground personnel were unable to confidently visualize the landing gear due to darkness. The flight crew elected to attempt a landing and the aircraft was vectored for the ILS approach. The approach and touchdown were uneventful until slowing through 60 KIAS when an uncommanded drift to the right developed. The PIC; who was still the PF; lost directional authority/authorized with the rudder and attempted to maintain control through full deflection of the ailerons; braking; and asymmetrical deployment of the left thrust reverser nosewheel steering was also ineffective and the aircraft departed the runway. When the aircraft came to rest; evacuate/evacuation was executed as previously briefed and assisted by crash fire rescue equipment personnel. All occupants egressed without injury. Upon inspection; it was discovered that the right main tire had departed the aircraft; most likely on the takeoff roll. Debris from the tire damaged the weight on wheels input harness and; thus; the nosewheel steering was disabled accounting for the flight crew's inability to maintain directional control during rollout on landing. Minimal damage to a trailing edge flap was noted. Throughout the emergency; excellent CRM and coordination prevailed. All company and safety procedures were followed during the entire event.

Related reports:

Google
 

Original NASA ASRS Text

Title: CL65 FLT CREW CONTACTS FOD DURING TKOF. UPON LNDG; DIRECTIONAL CTL IS LOST DUE TO DAMAGE TO ACFT. ACFT DEPARTS RWY; NO INJURIES; EVAC OCCURS.

Narrative: ACFT DURING THE TKOF ROLL; A WT ON WHEELS ANNUNCIATOR ILLUMINATED AT 60 KIAS. THE SIC; WHO WAS THE PNF; CALLED FOR REJECTION OF THE TKOF WHICH WAS EXECUTED AT A MAX SPD OF 65 KIAS. THE PIC; WHO WAS THE PF; ELECTED TO USE THRUST REVERSERS ONLY AND THE 6000 FT OF AVAILABLE RWY TO STOP. AFTER CLRING THE RWY AT THE OPPOSITE END; THE FLT CREW DISCUSSED THE TKOF REJECTION AND POSSIBLE CAUSES FOR THE WT ON WHEELS ANNUNCIATION. AS THE WHEEL BRAKES HAD NOT BEEN USED DURING THE REJECTION; IT WAS DECIDED BY THE FLT CREW THAT NO TKOF PENALTY WAS INCURRED. AFTER A DELAY OF 10 MINS ON THE RAMP AND A BRIEFING OF THE FLT ATTENDANT AND PAX; THE FLT CREW ELECTED TO TAKE OFF. DURING THE SECOND TKOF ROLL; THE FLT CREW FELT LIKE SOME FOREIGN OBJECT STRUCK THE NOSEWHEEL AT OR JUST ABOVE V1. THE PIC ELECTED TO CONTINUE THE TKOF AS THE ACFT WAS ABOVE V1 AND INITIATED A CLBOUT. THE FLT CREW ELECTED TO LEAVE THE ACFT IN THE TKOF CONFIGN WITH FLAPS DOWN AS THEY WERE CONCERNED ABOUT POSSIBLE DAMAGE. ZZZZ TWR CALLED ON VHF WITH INFO THAT A MAIN TIRE HAD BLOWN AND THAT DEBRIS CONSISTENT WITH A TIRE HAD BEEN FOUND ON THE RWY. THE FLT CREW DISCUSSED THE SITUATION AND ELECTED TO DIVERT DUE TO FUEL STATUS; CONFIGN OF ACFT; AND THE CFR INDEX OF THE ARPT. CTR PROVIDED VECTORS TO AN EXTENDED FLT PATH TO BURN OFF FUEL AND THUS REDUCE THE LNDG WT OF THE ACFT. UPON APCH; A LCL FREIGHT PLT IN A CE208 ATTEMPTED TO ASCERTAIN THE STATUS OF THE LNDG GEAR BUT WAS UNABLE TO ASSIST DUE TO LOW LIGHT CONDITIONS. UPON ARR; ATC OFFERED TO HAVE THE ACFT CONDUCT A SERIES OF FLY-BYS AT LOW ALT TO ASSESS THE CONDITION OF THE LNDG GEAR. 2 ATTEMPTS WERE MADE AT 300 FT AND 200 FT AGL BUT ATC PERSONNEL WERE UNABLE TO CONFIDENTLY VISUALIZE THE GEAR. THE ACFT WAS THEN VECTORED TO AN INTXN AND HELD AT PLT'S DISCRETION TO BURN OFF FUEL. UPON REACHING 3000 LBS FUEL STATUS; THE ACFT WAS VECTORED INBOUND FOR A FLY-BY AT 100 FT AGL; BUT AGAIN; GND PERSONNEL WERE UNABLE TO CONFIDENTLY VISUALIZE THE LNDG GEAR DUE TO DARKNESS. THE FLT CREW ELECTED TO ATTEMPT A LNDG AND THE ACFT WAS VECTORED FOR THE ILS APCH. THE APCH AND TOUCHDOWN WERE UNEVENTFUL UNTIL SLOWING THROUGH 60 KIAS WHEN AN UNCOMMANDED DRIFT TO THE R DEVELOPED. THE PIC; WHO WAS STILL THE PF; LOST DIRECTIONAL AUTH WITH THE RUDDER AND ATTEMPTED TO MAINTAIN CTL THROUGH FULL DEFLECTION OF THE AILERONS; BRAKING; AND ASYMMETRICAL DEPLOYMENT OF THE L THRUST REVERSER NOSEWHEEL STEERING WAS ALSO INEFFECTIVE AND THE ACFT DEPARTED THE RWY. WHEN THE ACFT CAME TO REST; EVAC WAS EXECUTED AS PREVIOUSLY BRIEFED AND ASSISTED BY CFR PERSONNEL. ALL OCCUPANTS EGRESSED WITHOUT INJURY. UPON INSPECTION; IT WAS DISCOVERED THAT THE R MAIN TIRE HAD DEPARTED THE ACFT; MOST LIKELY ON THE TKOF ROLL. DEBRIS FROM THE TIRE DAMAGED THE WT ON WHEELS INPUT HARNESS AND; THUS; THE NOSEWHEEL STEERING WAS DISABLED ACCOUNTING FOR THE FLT CREW'S INABILITY TO MAINTAIN DIRECTIONAL CTL DURING ROLLOUT ON LNDG. MINIMAL DAMAGE TO A TRAILING EDGE FLAP WAS NOTED. THROUGHOUT THE EMER; EXCELLENT CRM AND COORD PREVAILED. ALL COMPANY AND SAFETY PROCS WERE FOLLOWED DURING THE ENTIRE EVENT.

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.