Narrative:

We were the first flight following significant maintenance due to the previous flight's blown nose tire and subsequent overweight landing. During preflight we discussed the multiple logbook entries and corrective actions performed; and were given a new flight plan and release due to excess fuel that remained onboard from the previous flight. Shortly after takeoff; an acrid odor (burnt rubber) permeated the flight deck and was reported by the flight attendants in the main cabin. As we climbed through about 3000 feet; the odor dissipated and was attributed to the previous flight's ingestion of shredded nose tire. About the time the odor was clearing; the capt advised that we had a significant fuel imbalance with #1 side low; which was consistent with the rudder trim I had been using during the climb. Although he established crossfeed; the #1 fuel quantity continued to drop slowly. Fuel imbalance warning illuminated. Post flight discussions with maintenance personnel suggests they were aware that there was likely to have been a fuel imbalance due to prolonged APU useage from the #1 tank. The amber imbalance warning is inhibited on the ground. Lower fuel quantity in the #1 tank was not detected by flight crew. After takeoff; the fuel imbalance warning was no longer inhibited and illuminated. The captain contacted maintenance control and dispatch and discussed the two problems we had encountered since takeoff. Additionally; a distinct vibration was felt in the yoke. Noxious odors throughout the aircraft and developing yoke vibration contributed to safety considerations associated with a previously undetected fuel imbalance. Engine vibration indicators were relatively low and within limits; and the vibration subsided with power reduction. Due to the recent history of the aircraft; we elected to make a precautionary return to the departure airport and requested amended release for overweight landing. We discussed our intentions with ATC and were given clearance and routing to return to the longest available runway at our departure airport. The majority of the fuel imbalance was resolved during the short return flight. The fact that the fuel imbalance was initially detected shortly after takeoff and almost coincidentally with a noxious odor; and a developing aircraft vibration likely contributed to our suspicion that it was a potential fuel leak or other undetected issue attributed to the previous flight's blown nose tire. Although we were an air turn back and requested the longest available runway due to overweight landing; no emergency declaration was made; nor was special handling requested. Regardless; emergency vehicles followed our aircraft to the gate; generating an unnecessary feeling of concern amongst the passengers. Prior coordination with ground emergency crews could mitigate this unnecessary aspect.

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Original NASA ASRS Text

Title: The subsequent takeoff of a B737NG (following a return to departure airport due to a blown nose wheel tire) experienced burning rubber smells; unbalanced fuel loading and vibrations. Flight crew returned to the departure airport.

Narrative: We were the first flight following significant maintenance due to the previous flight's blown nose tire and subsequent overweight landing. During preflight we discussed the multiple logbook entries and corrective actions performed; and were given a new flight plan and release due to excess fuel that remained onboard from the previous flight. Shortly after takeoff; an acrid odor (burnt rubber) permeated the flight deck and was reported by the Flight Attendants in the Main Cabin. As we climbed through about 3000 feet; the odor dissipated and was attributed to the previous flight's ingestion of shredded nose tire. About the time the odor was clearing; the Capt advised that we had a significant fuel imbalance with #1 side low; which was consistent with the rudder trim I had been using during the climb. Although he established crossfeed; the #1 fuel quantity continued to drop slowly. Fuel Imbalance warning illuminated. Post Flight Discussions with Maintenance personnel suggests they were aware that there was likely to have been a fuel imbalance due to prolonged APU useage from the #1 tank. The amber IMBALANCE warning is inhibited on the ground. Lower fuel quantity in the #1 tank was not detected by flight crew. After Takeoff; the fuel imbalance warning was no longer inhibited and illuminated. The Captain contacted Maintenance Control and Dispatch and discussed the two problems we had encountered since Takeoff. Additionally; a distinct vibration was felt in the yoke. Noxious odors throughout the aircraft and developing yoke vibration contributed to safety considerations associated with a previously undetected fuel imbalance. Engine Vibration Indicators were relatively low and within limits; and the vibration subsided with power reduction. Due to the recent history of the aircraft; we elected to make a precautionary return to the departure airport and requested amended release for overweight landing. We discussed our intentions with ATC and were given clearance and routing to return to the longest available runway at our departure airport. The majority of the fuel imbalance was resolved during the short return flight. The fact that the fuel imbalance was initially detected shortly after takeoff and almost coincidentally with a noxious odor; and a developing aircraft vibration likely contributed to our suspicion that it was a potential fuel leak or other undetected issue attributed to the previous flight's blown nose tire. Although we were an Air Turn Back and requested the longest available runway due to overweight landing; no Emergency Declaration was made; nor was special handling requested. Regardless; Emergency vehicles followed our aircraft to the gate; generating an unnecessary feeling of concern amongst the passengers. Prior coordination with ground emergency crews could mitigate this unnecessary aspect.

Data retrieved from NASA's ASRS site as of April 2012 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.