Narrative:

Before we boarded; I did the walk around and no defects were found on the aircraft. We boarded and taxied to the runway. We were cleared to takeoff and started the takeoff roll. Everything was a routine until around 90 KTS. The nosewheel began to shake violently. With the status of the aircraft unknown and more than half of the 10;000 ft runway left; the captain and I called reject at the same time. The captain initiated the rejected takeoff somewhere around 90-100 KTS. With the aircraft slowed to a slow walk; the captain determined that he could still steer the aircraft and we taxied off the runway. The captain set the parking brake and made an announcement for everyone to stay seated. The captain called for the QRH for a rejected takeoff. After that was accomplished I accomplished the after landing checklist. The captain and I talked and we both thought that maybe we had blown a tire on the nosewheel. We notified the tower of possible FOD on the runway. There just happened to be firetrucks not far away on other business and during our duties inside the aircraft; the tower had already sent them our way. While they were on the way; the captain notified maintenance of the rejected takeoff and possible tire and aircraft damage. The fire trucks came and verified that both nosewheel tires had shredded. The captain called maintenance back and informed them. They had already worked with operations to get the buses on the way and mechanics were already on the way as well. Within a matter of minutes; the buses were there. We deplaned and a truck came to get the bags from the cargo compartment. The captain wrote up the tires and rejected takeoff in the aircraft log. Before we finished deplaning; the mechanics were there and we left the aircraft to them. With every one's help from ATC; maintenance; operations; dispatch; rampers; gate agents; we got to destination about 90 minutes later.

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Original NASA ASRS Text

Title: CRJ200 flight crew experienced severe nosewheel vibrations during takeoff; the Captain rejected the takeoff at 90 KTS. After stopping on a taxiway both nose tires are found to be shredded by the fire crew.

Narrative: Before we boarded; I did the walk around and no defects were found on the aircraft. We boarded and taxied to the runway. We were cleared to takeoff and started the takeoff roll. Everything was a routine until around 90 KTS. The nosewheel began to shake violently. With the status of the aircraft unknown and more than half of the 10;000 FT runway left; the Captain and I called reject at the same time. The Captain initiated the rejected takeoff somewhere around 90-100 KTS. With the aircraft slowed to a slow walk; the Captain determined that he could still steer the aircraft and we taxied off the runway. The Captain set the parking brake and made an announcement for everyone to stay seated. The Captain called for the QRH for a rejected takeoff. After that was accomplished I accomplished the after landing checklist. The Captain and I talked and we both thought that maybe we had blown a tire on the nosewheel. We notified the Tower of possible FOD on the runway. There just happened to be firetrucks not far away on other business and during our duties inside the aircraft; the Tower had already sent them our way. While they were on the way; the Captain notified Maintenance of the rejected takeoff and possible tire and aircraft damage. The fire trucks came and verified that both nosewheel tires had shredded. The Captain called Maintenance back and informed them. They had already worked with Operations to get the buses on the way and mechanics were already on the way as well. Within a matter of minutes; the buses were there. We deplaned and a truck came to get the bags from the cargo compartment. The Captain wrote up the tires and rejected takeoff in the aircraft log. Before we finished deplaning; the mechanics were there and we left the aircraft to them. With every one's help from ATC; Maintenance; Operations; Dispatch; Rampers; Gate Agents; we got to destination about 90 minutes later.

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.