Narrative:

Arrived at aircraft approximately 45 mins before scheduled block. The airplane was the same aircraft that we flew in the previous morning. The logbook indicated #7 tire change during the previous day; along with some other maintenance items performed. Preflight was uneventful and all tires appeared normal; with adequate brake wear indications. Takeoff weight was 309K. Takeoff brief and taxi uneventful. I did comment that it took a little more power to taxi than I expected; but I assumed that the uphill grade on the ramp; along with slightly higher elevation and temperatures were compounding to need the added power. Before takeoff checklist and takeoff confign checked normal for takeoff. First officer accomplished takeoff with a normal acceleration to a smooth rotation to departure. After takeoff; after the gear up call; we received a wheel temperature overheat indication only on #7 wheel. All other indications were very low. The landing gear were already on their way up. After the gear were in the well; the indication continued to climb; and I performed the ECAM items; lowering the landing gear; and turning on the brake fans. The highest indication I remember was about 425 degrees C. The gear cooled slowly on climb out; which concerned us; and we begin to suspect a possible fire; but adjacent wheels continued to show normal temperatures; and the #7 slowly cooled. After some discussion; we decided that the abnormal temperature could have been a bad indication or at worst was a dragging brake. The overtemp was not significant; only slightly over 400 degrees C; and I decided to retract the gear; monitor the situation; and continue the flight. After the gear was cooled below 290 degrees C; we raised the gear. All indications were normal; and we continued the climb to altitude. We told dispatch the situation; and involved maintenance. We used ACARS to keep flight control advised. The wheel continued to cool; and we elected to land at sdf with precautionary fire equipment standing by. No emergency was declared; but we expected the same overheat on landing or worse. We briefed the jumpseaters; and each other on actions in case of a wheel fire; and reviewed the emergency evacuate/evacuation checklist. The landing was a GPS to visual to runway 17R. I chose to take the landing as PIC. The landing and rollout were normal; and accomplished with minimal braking; no autobrakes. We asked for visual inspection of the gear clearing the runway. This was prebriefed with the tower and crash fire rescue equipment. The visual inspection showed a flat #7; dragging and leaving a skid mark. We called maintenance to coordination tow in to parking. The crash fire rescue equipment chief debriefed me; and the crew and jumpseaters. Inspection after shutdown showed #7 flat; with visible pressure and wear on #6. The mechanics said the brakes were not dragging. In retrospect; we did not tell departure tower or departure of the problem after takeoff which might have prompted them to inspect the runway for FOD; providing us more information; and could have caused a safety problem for other aircraft.

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Original NASA ASRS Text

Title: A300 TAKES OFF WITH A NEW TIRE WHICH APPEARS TO HAVE NOT BEEN INFLATED. HIGH WHEEL TEMP LEADS TO A PRECAUTIONARY INSPECTION BY CFR AFTER LNDG AT DEST.

Narrative: ARRIVED AT ACFT APPROX 45 MINS BEFORE SCHEDULED BLOCK. THE AIRPLANE WAS THE SAME ACFT THAT WE FLEW IN THE PREVIOUS MORNING. THE LOGBOOK INDICATED #7 TIRE CHANGE DURING THE PREVIOUS DAY; ALONG WITH SOME OTHER MAINT ITEMS PERFORMED. PREFLT WAS UNEVENTFUL AND ALL TIRES APPEARED NORMAL; WITH ADEQUATE BRAKE WEAR INDICATIONS. TKOF WT WAS 309K. TKOF BRIEF AND TAXI UNEVENTFUL. I DID COMMENT THAT IT TOOK A LITTLE MORE PWR TO TAXI THAN I EXPECTED; BUT I ASSUMED THAT THE UPHILL GRADE ON THE RAMP; ALONG WITH SLIGHTLY HIGHER ELEVATION AND TEMPS WERE COMPOUNDING TO NEED THE ADDED PWR. BEFORE TKOF CHKLIST AND TKOF CONFIGN CHKED NORMAL FOR TKOF. FO ACCOMPLISHED TKOF WITH A NORMAL ACCELERATION TO A SMOOTH ROTATION TO DEP. AFTER TKOF; AFTER THE GEAR UP CALL; WE RECEIVED A WHEEL TEMP OVERHEAT INDICATION ONLY ON #7 WHEEL. ALL OTHER INDICATIONS WERE VERY LOW. THE LNDG GEAR WERE ALREADY ON THEIR WAY UP. AFTER THE GEAR WERE IN THE WELL; THE INDICATION CONTINUED TO CLB; AND I PERFORMED THE ECAM ITEMS; LOWERING THE LNDG GEAR; AND TURNING ON THE BRAKE FANS. THE HIGHEST INDICATION I REMEMBER WAS ABOUT 425 DEGS C. THE GEAR COOLED SLOWLY ON CLBOUT; WHICH CONCERNED US; AND WE BEGIN TO SUSPECT A POSSIBLE FIRE; BUT ADJACENT WHEELS CONTINUED TO SHOW NORMAL TEMPS; AND THE #7 SLOWLY COOLED. AFTER SOME DISCUSSION; WE DECIDED THAT THE ABNORMAL TEMP COULD HAVE BEEN A BAD INDICATION OR AT WORST WAS A DRAGGING BRAKE. THE OVERTEMP WAS NOT SIGNIFICANT; ONLY SLIGHTLY OVER 400 DEGS C; AND I DECIDED TO RETRACT THE GEAR; MONITOR THE SITUATION; AND CONTINUE THE FLT. AFTER THE GEAR WAS COOLED BELOW 290 DEGS C; WE RAISED THE GEAR. ALL INDICATIONS WERE NORMAL; AND WE CONTINUED THE CLB TO ALT. WE TOLD DISPATCH THE SITUATION; AND INVOLVED MAINT. WE USED ACARS TO KEEP FLT CTL ADVISED. THE WHEEL CONTINUED TO COOL; AND WE ELECTED TO LAND AT SDF WITH PRECAUTIONARY FIRE EQUIP STANDING BY. NO EMER WAS DECLARED; BUT WE EXPECTED THE SAME OVERHEAT ON LNDG OR WORSE. WE BRIEFED THE JUMPSEATERS; AND EACH OTHER ON ACTIONS IN CASE OF A WHEEL FIRE; AND REVIEWED THE EMER EVAC CHKLIST. THE LNDG WAS A GPS TO VISUAL TO RWY 17R. I CHOSE TO TAKE THE LNDG AS PIC. THE LNDG AND ROLLOUT WERE NORMAL; AND ACCOMPLISHED WITH MINIMAL BRAKING; NO AUTOBRAKES. WE ASKED FOR VISUAL INSPECTION OF THE GEAR CLRING THE RWY. THIS WAS PREBRIEFED WITH THE TWR AND CFR. THE VISUAL INSPECTION SHOWED A FLAT #7; DRAGGING AND LEAVING A SKID MARK. WE CALLED MAINT TO COORD TOW IN TO PARKING. THE CFR CHIEF DEBRIEFED ME; AND THE CREW AND JUMPSEATERS. INSPECTION AFTER SHUTDOWN SHOWED #7 FLAT; WITH VISIBLE PRESSURE AND WEAR ON #6. THE MECHS SAID THE BRAKES WERE NOT DRAGGING. IN RETROSPECT; WE DID NOT TELL DEP TWR OR DEP OF THE PROB AFTER TKOF WHICH MIGHT HAVE PROMPTED THEM TO INSPECT THE RWY FOR FOD; PROVIDING US MORE INFO; AND COULD HAVE CAUSED A SAFETY PROB FOR OTHER ACFT.

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.