Narrative:

During the takeoff roll; the anti-skid inoperative light came on with airspeed greater than 100 KTS. Initially thought that it was just a simple failure of the anti-skid system. After reaching a cruise altitude; center advised us that tower had called and reported that we may have lost tire tread. Checking the hydraulic system showed that 'a' system had lost a significant quantity and was continuing to decrease. Notified the company that we had a pending loss of 'a' hydraulic system. We were thinking of continuing on to destination; but company wanted us to divert; which would be an overweight landing. The quantity continued to decrease to zero; at which point we completed the QRH loss of system 'a' checklist. The descent and approach were uneventful. The captain did an excellent landing with the aircraft about 5000 pounds (4%) overweight. Once clear of the runway; the aircraft was visually inspected by crash fire rescue equipment and a company mechanic. 'B' system hydraulic quantity had decreased while we were parked; so we decided to have the aircraft towed to the gate. Talking to the mechanic later; we believe the loss of 'B' system fluid was because of a shuttle valve porting fluid into the 'a' system because the brakes were set. Postflt inspection revealed that the #3 tire had lost the retread. The retread had caused damage in the wheel well to a couple brackets; hydraulic line and several wires which caused the anti-skid to fail. It also damaged the flap and dented the leading edge of the horizontal stabilizer. The dispatcher's optimism led to an overweight landing that could have been avoided. An overweight landing is not a big problem; but landing overweight with a compromised tire and no anti-skid could invite more problems. Another note: this is the second time I have had a retread tire come apart in 3 or 4 yrs. I know another B737 that lost one. I wonder if reduced flap takeoffs (higher takeoff speeds) have anything to do with tread separations.

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Original NASA ASRS Text

Title: TIRE TREAD THROWN ON TKOF ROLL DAMAGES A SYSTEM HYDRAULICS OF B737-800 CAUSING A DIVERSION AND OVERWEIGHT LNDG.

Narrative: DURING THE TKOF ROLL; THE ANTI-SKID INOP LIGHT CAME ON WITH AIRSPD GREATER THAN 100 KTS. INITIALLY THOUGHT THAT IT WAS JUST A SIMPLE FAILURE OF THE ANTI-SKID SYS. AFTER REACHING A CRUISE ALT; CENTER ADVISED US THAT TWR HAD CALLED AND RPTED THAT WE MAY HAVE LOST TIRE TREAD. CHKING THE HYD SYS SHOWED THAT 'A' SYS HAD LOST A SIGNIFICANT QUANTITY AND WAS CONTINUING TO DECREASE. NOTIFIED THE COMPANY THAT WE HAD A PENDING LOSS OF 'A' HYD SYS. WE WERE THINKING OF CONTINUING ON TO DEST; BUT COMPANY WANTED US TO DIVERT; WHICH WOULD BE AN OVERWT LNDG. THE QUANTITY CONTINUED TO DECREASE TO ZERO; AT WHICH POINT WE COMPLETED THE QRH LOSS OF SYS 'A' CHKLIST. THE DSCNT AND APCH WERE UNEVENTFUL. THE CAPT DID AN EXCELLENT LNDG WITH THE ACFT ABOUT 5000 LBS (4%) OVERWT. ONCE CLR OF THE RWY; THE ACFT WAS VISUALLY INSPECTED BY CFR AND A COMPANY MECH. 'B' SYS HYD QUANTITY HAD DECREASED WHILE WE WERE PARKED; SO WE DECIDED TO HAVE THE ACFT TOWED TO THE GATE. TALKING TO THE MECH LATER; WE BELIEVE THE LOSS OF 'B' SYS FLUID WAS BECAUSE OF A SHUTTLE VALVE PORTING FLUID INTO THE 'A' SYS BECAUSE THE BRAKES WERE SET. POSTFLT INSPECTION REVEALED THAT THE #3 TIRE HAD LOST THE RETREAD. THE RETREAD HAD CAUSED DAMAGE IN THE WHEEL WELL TO A COUPLE BRACKETS; HYD LINE AND SEVERAL WIRES WHICH CAUSED THE ANTI-SKID TO FAIL. IT ALSO DAMAGED THE FLAP AND DENTED THE LEADING EDGE OF THE HORIZ STABILIZER. THE DISPATCHER'S OPTIMISM LED TO AN OVERWT LNDG THAT COULD HAVE BEEN AVOIDED. AN OVERWT LNDG IS NOT A BIG PROB; BUT LNDG OVERWT WITH A COMPROMISED TIRE AND NO ANTI-SKID COULD INVITE MORE PROBS. ANOTHER NOTE: THIS IS THE SECOND TIME I HAVE HAD A RETREAD TIRE COME APART IN 3 OR 4 YRS. I KNOW ANOTHER B737 THAT LOST ONE. I WONDER IF REDUCED FLAP TKOFS (HIGHER TKOF SPDS) HAVE ANYTHING TO DO WITH TREAD SEPARATIONS.

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.