AN MD80 ON TKOF AFTER V1 DECLARED AN EMER AND DIVERTED DUE TO #1 ENG STALLING AND LOW PWR CAUSED BY INGESTION OF TIRE DEBRIS FROM A FAILED L MAIN GEAR TIRE.

Narrative

DURING TKOF ROLL; L MAIN LNDG GEAR TIRES FAILED AND CAME APART. SINCE FAILURE OCCURRED AFTER V1; CONTINUED TKOF. AFTER ROTATION L ENG STARTED COMPRESSOR STALLING. RETRACTED THE LNDG GEAR DUE TO POSSIBLE ENG FAILURE. COMPRESSOR STALLS STOPPED AFTER L ENG PWR WAS REDUCED TO APPROX 1.4 EPR. COMPLETED ALL APPROPRIATE CHKLISTS AND STARTED TO RETURN TO THE ARPT. UPON GEAR EXTENSION; L MAIN GEAR FAILED TO SHOW DOWN AND LOCKED. WE HAD A QUALIFIED PLT ON THE JUMP SEAT. WE SENT HIM TO LOOK AT THE LNDG GEAR VISUAL INDICATORS THROUGH THE MAIN CABIN FLOOR. THE GEAR SHOWED DOWN AND LOCKED. LNDG WAS UNEVENTFUL; THE ACFT CAME TO A STOP APPROX 8000 FT FROM THE APCH END. THERE WAS NO FIRE OR FUEL LEAK SO AN EMER EVAC WAS NOT WARRANTED. THE TKOF WAS MADE USING 4 DEGS OF FLAPS AND THE ACFT WT WAS 140000 LBS. ROTATION SPD WAS APPROX 160 KTS. IN MY OPINION THE HVY WT COMBINED WITH HIGH V1 AND ROTATION SPDS WERE VERY IMPORTANT CONTRIBUTING FACTORS IN THIS INCIDENT. CALLBACK CONVERSATION WITH RPTR REVEALED THE FOLLOWING INFO: THE RPTR STATED THE ENG STALLING WAS CAUSED BY TIRE FRAGMENTS BEING INGESTED INTO THE ENG AND THE GEAR WARNING BY DAMAGE TO THE GEAR SENSORS AND CONDUIT ALSO BY THE FAILED TIRE. THE RPTR SAID THE TIRE WAS A RECAPPED TIRE BUT DID NOT KNOW HOW MANY RECAPS THE TIRE CARCASS EXPERIENCED. THE RPTR STATES NO MAINT INFO WAS AVAILABLE ON THE MAIN ACTION TAKEN FOR THE ENG AND LNDG GEAR.