Did the tire fail after V1?

Of course it did! If it was before V1, the plane would have aborted takeoff.WIll the NGX blow tires? that would be neat...

Of course it did! If it was before V1, the plane would have aborted takeoff.WIll the NGX blow tires? that would be neat...

You assume the pilots are even aware it blew out! Sometimes takes the cabin to alert the crew to a problem.Stopping for a tyre blow-out could be more dangerous than taking it into the air. Let me put it this way: you just lost a tyre and now you want to do a maximum effort rejected takeoff with unknown damage with a heavy aircraft??? Fly, dump fuel, landing lighter/slower meaning less energy needs to be dumped by the brakes/tyres, and you can land with more room to stop as a bonus.Statistics show that stopping is more dangerous than going.Best regards,Robin.

Monday morning quarterbacks:Excuse my ignorance... but does a blown tire trigger a master caution or master warning instantaneously?Next, would you trust the remaining tires to bring you to a rapid halt on the runway on a rejected takeoff? Remember you're loaded for a 5000 mile trip, the engines are spooled up, and the ground handling is bound to be asymmetric.Finally, assuming you proceed with the takeoff, what is involved in returning to Detroit? Dump or burn fuel at least until the max landing weight, but perhaps you don't want to land with tanks still considerably full (extra weight on the remaining tires, more momentum to dissipate on landing, and more fire potential). So the fuel is wasted, no one gets to their destination, and no one is left measurably any safer... but you do get the greater maintenance resources at the hub I suppose.Plus, let's remember that BA has a habit of continuing longer journeys even after losing an engine on departure.http://www.aaib.gov....NLG%2006-06.pdf

and that is why 4 engines own 2. If it was a twin engine it would have wasted ALOT of fuel and waste the passengers time. Not long from manchester to london

You assume the pilots are even aware it blew out! Sometimes takes the cabin to alert the crew to a problem.

I'm not completely sure of the 767's systems but wouldn't a tyre pressure monitor throw a alert to the flight crew?

Blown tires can be tough to diagnose on a take-off roll. Depending on the aircraft, I suspect the the crew might not even hear it blow. They might feel a shimmer or vibration. Any noise and vibration would be checked against the engine instruments to confirm the engines are operating in the green. If it's a bad vibration, and before V1 (likely less than 80 kts), they'd likely stop to check things out. But it appears this one let loose after V1 so they're committed to fly. If pilots suspect they've blown a tire, they might leave the gear down to let the airstream cool things off. A Nationair DC-8 suffered a horrendous tire failure in Jeddah in 1991. The failure occurred early in the take-off run. The gear was retracted and the jet quickly suffered hydraulics failure, pressurization failure and inflight fire. It crashed as the crew were trying to return for landing. The 747-400 has a diagnostic tire page that might give a clue to what is going on but on a take-off roll that's the last thing the crew would be checking.