2024-10 · NASA ASRS report 2178137
B737 flight crew reported aircraft swaying and noise on landing as the aircraft rolled to a stop on a taxiway. The aircraft right main tires had failed and the aircraft remained on a taxiway where the passenger were deplaned by bus to the terminal with no injuries.
While going over the details of the flight - weather; route; fuel; time; altitude; and the aircraft logbook - I noticed that the auto brake system had been MEL'd and deferred along with the anti-skid system due to the anti-skid alert light not testing correctly. Both deferrals occurred the morning of the flight. With these deferrals in mind I took another look at the weather. VFR in ZZZ1 and VFR forecasted for ZZZ; perfect. The First Officer and I discussed the deferrals and decided that it was safe to depart for ZZZ. Before the descent we briefed the arrival and approach and also went over the items that needed to be considered for the deferrals such as using flaps 40. A visual approach to Runway XXL was followed by a soft touchdown. After the wheels spun up the speed brakes activated. With the anti-skid deferral in mind I applied brake pressure and reversers. After this I could feel that something was wrong. I immediately thought that a tire had blown out based on the noise and slight swaying. The aircraft slowed and we were able to pull off the runway onto the high speed taxiway and stop. I set the parking brake. The Tower Controller had told us that he had seen smoke emanating from the aircraft during the landing rollout so we asked if there was any more smoke. He said no; but as a precaution we requested the emergency vehicles come take a look. I talked to the flight attendants; told them what happened and asked them if everyone was alright. They said that everyone was fine. I made a PA to the passengers explaining what happened. The 'airport operations' vehicles arrived first. They confirmed that there was no smoke. We contacted operations to tell them what happened and that we would probably need to be towed to our gate. At this point I wasn't sure if we could taxi on our own or needed to be towed. For unknown reasons to me we were told to contact Maintenance to be towed to a gate. Maintenance seemed just as confused with our request. Back to the 'airport operations' person on the ground who told us that the right main gear tires were completely off of the wheels. This confirmed to us that we could not taxi or be towed. We called operations and requested busses to take the passengers to the terminal. This was already in the works. A PA was made to the passengers explaining that busses would be used to take everyone to the terminal. With a few free minutes I went back and talked to the first class passengers in person to explain what happened. Everyone seemed happy with this and some even thanked me and complimented the landing. Back to the flight deck; the FO and I discussed everything and wanted to make sure that we had done all we could. The ELB report was sent later. The airstairs showed up quickly and the busses about 40 minutes later. All the passengers and crew deplaned; boarded the busses and went to the terminal. No one was injured.
Flight was dispatched with three MELs total. Autobrakes; antiskid system and one coffee maker were MEL'd. I completed the exterior inspection and noted nothing significant with the tires or brakes. Prior to departure the Captain and I discussed the threats involved with no autobrakes or antiskid as it related to departure. The departure was uneventful and included a max thrust takeoff per the MEL. As we approached the top of descent we began preparing for the arrival and incorporating the many items required by the two MELs into our approach strategy; and discussed all technical threats involved with the multiple MELs. We continued with our approach; which was a normal and uneventful vectors to final for a visual to Runway XXL. A final wind check showed a direct and slight left to right crosswind relative to the runway heading. After touchdown; I noted that the speed brakes automatically deployed; despite not being armed; per the antiskid MEL. Immediately after that; I felt what I thought was the tires skidding. Reversers deployed normally and the aircraft speed was reduced at a rate similar to a normal landing; however the skidding turned to a grinding noise and I felt the aircraft leaning right wing down. As we exited the high speed Taxiway 1; Tower said they saw smoke and asked what we had going on. I told Tower that we needed to stop and assess our ability to taxi; and that we suspected a blown tire. I asked them to roll the fire trucks because they said there was still some smoke. We came to a full stop; the Captain made an announcement to the passengers; and an airside operations vehicle informed us that both tires on the right main landing gear were completely gone. At that time; we started the APU; shutdown the engines and began to coordinate for air stairs and buses to transport the crew and passengers. Deplaning began approximately 45 minutes after landing and was uneventful. While this was going on; the Captain and I completed the parking checklist and the applicable parts of the termination checklist. We then rode in an operations vehicle back to the terminal.
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Source: NASA Aviation Safety Reporting System (public domain). Reports are voluntary submissions and are not verified by NASA.
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