Narrative:

Takeoff on 17R at dfw with TDZ RVR 1600. (Co-pilot flying). At V-1 speed we got vibration of aircraft, compressor stall of #1 engine and smell of rubber. Idle power of #1 engine eliminated compressor stall and vibration stopped after liftoff. On climb out we found increase in #1 engine thrust caused resumption of compressor stall (at 1.4 eprs), so flight was continued throughout with power setting under 1.4 eprs with good engine parameters. Weather at dfw was considered too marginal for landing so we proceeded to takeoff. Alternate (shv). Both left main gear and left wing flaps were considered as a possibility for damage due to probable left main tire failure. Therefore, flight to shv was made in T.O. Confign of gear down and 5 flaps. Flight attendants and passengers were briefed for a possible evacuate/evacuation at shv. Good communications and assistance with shv tower and standby emergency crews allowed us to make a quick determination during landing rollout that no fire existed at the left main landing gear assembly. Therefore, no evacuate/evacuation was made. Landing, in fact, felt normal with the exception of some vibration. (No tires had actually blown but left inboard (#2) had lost most of its rubber. Landing and most of the flight was conducted by captain). After shutdown, aircraft damage was found to consist of minor left wing flap damage and severe damage to left engine compressor blades. Supplemental information from acn 98740. The flight attendants were dinging us repeatedly and we heard passengers screaming. It was a few minutes before we responded to the flight attendants as we were kind of busy immediately after liftoff. After getting VMC on top at about 2000 to 2500', we started a left turn to 090 which was the general direction to shreveport (our filed takeoff alternate) but began to question ATC and atlanta company radio for a field closer with VFR weather. The left engine continued to run with normal engine instruments in idle and at one point we cautiously ran it up to see if we could count on it should we need it. We decided to treat the situation as a pure single engine situation, but to leave the left engine running. Clearance delivery gave 350 degree heading and climb to FL230 after takeoff, tower modified that to climb to 3000' and we complied, bay departure verified 3000' and vectored us left to 230 degree, shortly thereafter, they issued us a climb to 5000', while climbing thru 4500' they gave us a traffic call. One O'clock at 5000'. The tone of voice was routine and nonchalant, we verified his 5000' call at the same time the first officer visually acquired the traffic, on what was clearly a collision bearing. Departure verified him at 5000'--in a turn first officer could see an impending collision developing very quickly and instructed me to go down I responded immediately and dove 1500'. We told bay departure we were descending to avoid a midair. Again, we got a routine, nonchalant, roger. A subsequent phone conversation with departure supervisor indicated training was in progress and a system error occurred. No urgency was ever conveyed to us during the event by ATC. I am sure of a midair if we had been in IMC conditions. Callback conversation with reporter revealed the following: the captain reporter PF reported that the other aircraft was an light transport commuter that was inbound from the northwest to sfo at 5000. Reporter's aircraft was being vectored through the golden gate on the offshore departure to san. The controller in training missed the pending conflict between the medium large transport and light transport and feeling the urgency to start the medium large transport climbing, allowed the medium large transport to climb into the light transport.

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Original NASA ASRS Text

Title: TIRE THROWS TREAD RESULTING IN ENGINE DAMAGE AND LNDG AT TKOF ALTERNATE.

Narrative: TKOF ON 17R AT DFW WITH TDZ RVR 1600. (CO-PLT FLYING). AT V-1 SPEED WE GOT VIBRATION OF ACFT, COMPRESSOR STALL OF #1 ENGINE AND SMELL OF RUBBER. IDLE POWER OF #1 ENGINE ELIMINATED COMPRESSOR STALL AND VIBRATION STOPPED AFTER LIFTOFF. ON CLBOUT WE FOUND INCREASE IN #1 ENGINE THRUST CAUSED RESUMPTION OF COMPRESSOR STALL (AT 1.4 EPRS), SO FLT WAS CONTINUED THROUGHOUT WITH POWER SETTING UNDER 1.4 EPRS WITH GOOD ENGINE PARAMETERS. WEATHER AT DFW WAS CONSIDERED TOO MARGINAL FOR LANDING SO WE PROCEEDED TO TKOF. ALTERNATE (SHV). BOTH LEFT MAIN GEAR AND LEFT WING FLAPS WERE CONSIDERED AS A POSSIBILITY FOR DAMAGE DUE TO PROBABLE LEFT MAIN TIRE FAILURE. THEREFORE, FLT TO SHV WAS MADE IN T.O. CONFIGN OF GEAR DOWN AND 5 FLAPS. FLT ATTENDANTS AND PASSENGERS WERE BRIEFED FOR A POSSIBLE EVAC AT SHV. GOOD COMMUNICATIONS AND ASSISTANCE WITH SHV TWR AND STANDBY EMER CREWS ALLOWED US TO MAKE A QUICK DETERMINATION DURING LANDING ROLLOUT THAT NO FIRE EXISTED AT THE LEFT MAIN LANDING GEAR ASSEMBLY. THEREFORE, NO EVAC WAS MADE. LANDING, IN FACT, FELT NORMAL WITH THE EXCEPTION OF SOME VIBRATION. (NO TIRES HAD ACTUALLY BLOWN BUT LEFT INBOARD (#2) HAD LOST MOST OF ITS RUBBER. LANDING AND MOST OF THE FLT WAS CONDUCTED BY CAPTAIN). AFTER SHUTDOWN, ACFT DAMAGE WAS FOUND TO CONSIST OF MINOR LEFT WING FLAP DAMAGE AND SEVERE DAMAGE TO LEFT ENGINE COMPRESSOR BLADES. SUPPLEMENTAL INFORMATION FROM ACN 98740. THE FLT ATTENDANTS WERE DINGING US REPEATEDLY AND WE HEARD PASSENGERS SCREAMING. IT WAS A FEW MINUTES BEFORE WE RESPONDED TO THE FLT ATTENDANTS AS WE WERE KIND OF BUSY IMMEDIATELY AFTER LIFTOFF. AFTER GETTING VMC ON TOP AT ABOUT 2000 TO 2500', WE STARTED A LEFT TURN TO 090 WHICH WAS THE GENERAL DIRECTION TO SHREVEPORT (OUR FILED TKOF ALTERNATE) BUT BEGAN TO QUESTION ATC AND ATLANTA COMPANY RADIO FOR A FIELD CLOSER WITH VFR WEATHER. THE LEFT ENGINE CONTINUED TO RUN WITH NORMAL ENGINE INSTRUMENTS IN IDLE AND AT ONE POINT WE CAUTIOUSLY RAN IT UP TO SEE IF WE COULD COUNT ON IT SHOULD WE NEED IT. WE DECIDED TO TREAT THE SITUATION AS A PURE SINGLE ENGINE SITUATION, BUT TO LEAVE THE LEFT ENGINE RUNNING. CLRNC DELIVERY GAVE 350 DEG HEADING AND CLIMB TO FL230 AFTER TKOF, TWR MODIFIED THAT TO CLIMB TO 3000' AND WE COMPLIED, BAY DEPARTURE VERIFIED 3000' AND VECTORED US LEFT TO 230 DEG, SHORTLY THEREAFTER, THEY ISSUED US A CLIMB TO 5000', WHILE CLIMBING THRU 4500' THEY GAVE US A TFC CALL. ONE O'CLOCK AT 5000'. THE TONE OF VOICE WAS ROUTINE AND NONCHALANT, WE VERIFIED HIS 5000' CALL AT THE SAME TIME THE F/O VISUALLY ACQUIRED THE TFC, ON WHAT WAS CLEARLY A COLLISION BEARING. DEPARTURE VERIFIED HIM AT 5000'--IN A TURN F/O COULD SEE AN IMPENDING COLLISION DEVELOPING VERY QUICKLY AND INSTRUCTED ME TO GO DOWN I RESPONDED IMMEDIATELY AND DOVE 1500'. WE TOLD BAY DEPARTURE WE WERE DESCENDING TO AVOID A MIDAIR. AGAIN, WE GOT A ROUTINE, NONCHALANT, ROGER. A SUBSEQUENT PHONE CONVERSATION WITH DEPARTURE SUPERVISOR INDICATED TRAINING WAS IN PROGRESS AND A SYSTEM ERROR OCCURRED. NO URGENCY WAS EVER CONVEYED TO US DURING THE EVENT BY ATC. I AM SURE OF A MIDAIR IF WE HAD BEEN IN IMC CONDITIONS. CALLBACK CONVERSATION WITH REPORTER REVEALED THE FOLLOWING: THE CAPT RPTR PF REPORTED THAT THE OTHER ACFT WAS AN LTT COMMUTER THAT WAS INBOUND FROM THE NORTHWEST TO SFO AT 5000. RPTR'S ACFT WAS BEING VECTORED THROUGH THE GOLDEN GATE ON THE OFFSHORE DEP TO SAN. THE CTLR IN TRAINING MISSED THE PENDING CONFLICT BETWEEN THE MLG AND LTT AND FEELING THE URGENCY TO START THE MLG CLIMBING, ALLOWED THE MLG TO CLIMB INTO THE LTT.

Data retrieved from NASA's ASRS site as of August 2007 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.