LEAR JET 55 FLC DECLARED AN EMER AND RETURN LAND DUE TO AN UNUSUAL VIBRATION AT V1 FROM THE R MAIN GEAR AREA.

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WE HAD LEFT DENVER AND PLANNED A QUICK TURN FUEL STOP IN LINCOLN. LNDG IN LINCOLN WAS NORMAL. I NOTICED THAT THE R OUTBOARD MAIN LNDG GEAR TIRE APPEARED TO BE LOW. I BORROWED A TIRE PRESSURE GAUGE FROM THE FUELER AND DETERMINED THAT IT WAS PROBABLY LOW. I CALLED MY MAINT DEPT FOR GUIDANCE AND HAD THE FBO SVC THE TIRE. WE DEPARTED LNK ON RWY 17R. AT APPROX V1; WE DETECTED A TIRE FAILURE AND WE CONTINUED THE TKOF. I ADVISED MY FO TO KEEP THE GEAR EXTENDED AND TO ADVISE THE TWR OF OUR TIRE FAILURE AND TO REQUEST EMER EQUIP. I THEN GAVE MY FO CTL OF THE ACFT AND I ADVISED OUR PAX OF WHAT HAD HAPPENED AND THAT WE WOULD BE MAKING A PRECAUTIONARY LNDG AGAIN AT LINCOLN WHERE THEY HAVE A 12000 FT RWY; EMER EQUIP; AND A MAJOR REPAIR FACILITY. WE PERFORMED NECESSARY CHKLIST AND I MADE A FLAT APCH AND A SOFT LNDG TOUCHING DOWN L WHEELS FIRST. I USED THRUST REVERSERS AND STAYED OFF THE R BRAKES. PASSING THROUGH 80 KTS; THE REMAINING TIRE FAILED ON THE R SIDE. WE MAINTAINED CTL AND STOPPED WITHOUT FURTHER EVENT; WE SHUT DOWN ON THE RWY AND DIRECTED OUR PAX TO EXIT THE ACFT BEFORE US. SUPPLEMENTAL INFO FROM ACN 556172: FBO SERVICED TIRE IN QUESTION. ACFT DEMONSTRATED STRONG VIBRATIONS FROM R MAIN WHEEL AFTER V1. DIRECTIONAL CTL WAS MAINTAINED BY CAP ON RWY UNTIL ACFT CAME TO COMPLETE STOP. ACFT WAS EVACUATED SAFELY WITH EMER VEHICLES PRESENT ON RWY. CALLBACK CONVERSATION WITH RPTR REVEALED THE FOLLOWING INFO: RPTR STATED THAT THE MAINT PERSONNEL FIXING THE TIRE AFTER THIS INCIDENT DID NOT FIND ANY PROB WITH THE WHEELS; AS THEY DID NOT HAVE BLOWN HEAT PLUGS OR WEAR FROM SCRAPING THE RWY. INADEQUATE AIR PRESSURE IS SUSPECTED EVEN THOUGH AIR HAD EVIDENTLY BEEN ADDED JUST PRIOR TO FLT. HE FURTHER STATED THAT HE WAS PLEASED AFTER THIS INCIDENT THAT HE DECIDED TO KEEP THE GEAR DOWN AND RETURN TO LAND; DUE TO THE POSSIBLE HOT WHEEL EITHER JAMMING DURING RETRACTION AND/OR CAUSING A FIRE. HE RECOMMENDS TO PLTS THAT IT IS SAFER TO CONTINUE TKOF AT V1 IF A TIRE IS SUSPECTED OF BLOWING SO THAT THE ENTIRE RWY LENGTH CAN BE USED FOR DECELERATING AFTER LNDG SINCE THE SIDE WITH BLOWN TIRES HAS VERY LITTLE STOPPING FRICTION TO HELP SLOW THAT SIDE OF THE ACFT. AS IT WAS; HE COULD NOT USE MUCH BRAKING; OR REVERSE THRUST ON THE L GEAR AND ENG IN ORDER TO MAINTAIN DIRECTIONAL CTL.