What happened
The FAA’s narrative, in sentence case. The FAA writes it in capitals and removes private details.
(-23) On 02/01/2002, southeast airlines flight #221 departed gpt R/2 32 @ 17:00 gmt enroute to pie non-stop. They experienced a main l.g. tire failure on take-off. The f/o which was flying this leg, noted a slight bump during rotation with no instrumentation or system anomaly noted. Shortly after rotation, a rubber like smell was noted which was confirmed by a cabin attendant. The burnt rubber like odor dissipated in approximately one minute. The PIC contacted the gpt tower and asked them if they noted any smoke coming from the aircraft's landing gear, to which they replied "no." a C-130 shortly after notified the gpt tower that the departing DC-9 had left visible rubber debris on r/w 32. The gpt tower immediately contacted flight 221 with this information. The crew on flight 221 advised the tower that they were raising the lg and departed the area. During climb it was noted that the expected rate of climb of 1,000 ft/min. Was only 700 ft/min. And the engine epr indications were split. Inbound to pie, the crew declared an emergency and did a tower flyby to verify their condition. The pie tower advised them that their #2 tire appeared flat. The aircraft landed uneventfully on pie r/w 35 at 18:25 gmt and taxied to the gate. An inspection by maintenance found that the #2 tire had shed it's entire recap completely around the carcass circumference. Further inspection found damage ot the compressor C-1, C-2 and C-7 blades of the number 1 (l/h) engine. Looking into the engine inlet at the 11:30 position, black marks were noted on the inside of the inlet cowl, the front stator and the inside of the containment ring. The containment ring was penetrated at the 11:30 position as evidenced by a 1/16" x 1/2" cut and other nicks and dents etc. A visual inspection of the turbine section did not note any obvious discrepancies. The number 1 engine, the number 2 assembly (l/h inboard position), the number 1 wheel assembly (l/h outboard position) and the number 2 brake assembly were replaced. The number 2 brake were was withing serviceable limits, but was replaced due to rubber debris in it. This wheel assembly was installed by southeast maintenance at pie on 01/30/02. A daily service check was performed at pie on 01/31/02. A review of the associated paperwork for this tire change and this daily service check found no discrepancies. Refer to block 43 below for additional information.
As the FAA filed it
(-23) ON 02/01/2002, SOUTHEAST AIRLINES FLIGHT #221 DEPARTED GPT R/2 32 @ 17:00 GMT ENROUTE TO PIE NON-STOP. THEY EXPERIENCED A MAIN L.G. TIRE FAILURE ON TAKE-OFF. THE F/O WHICH WAS FLYING THIS LEG, NOTED A SLIGHT BUMP DURING ROTATION WITH NO INSTRUMENTATION OR SYSTEM ANOMALY NOTED. SHORTLY AFTER ROTATION, A RUBBER LIKE SMELL WAS NOTED WHICH WAS CONFIRMED BY A CABIN ATTENDANT. THE BURNT RUBBER LIKE ODOR DISSIPATED IN APPROXIMATELY ONE MINUTE. THE PIC CONTACTED THE GPT TOWER AND ASKED THEM IF THEY NOTED ANY SMOKE COMING FROM THE AIRCRAFT'S LANDING GEAR, TO WHICH THEY REPLIED "NO." A C-130 SHORTLY AFTER NOTIFIED THE GPT TOWER THAT THE DEPARTING DC-9 HAD LEFT VISIBLE RUBBER DEBRIS ON R/W 32. THE GPT TOWER IMMEDIATELY CONTACTED FLIGHT 221 WITH THIS INFORMATION. THE CREW ON FLIGHT 221 ADVISED THE TOWER THAT THEY WERE RAISING THE LG AND DEPARTED THE AREA. DURING CLIMB IT WAS NOTED THAT THE EXPECTED RATE OF CLIMB OF 1,000 FT/MIN. WAS ONLY 700 FT/MIN. AND THE ENGINE EPR INDICATIONS WERE SPLIT. INBOUND TO PIE, THE CREW DECLARED AN EMERGENCY AND DID A TOWER FLYBY TO VERIFY THEIR CONDITION. THE PIE TOWER ADVISED THEM THAT THEIR #2 TIRE APPEARED FLAT. THE AIRCRAFT LANDED UNEVENTFULLY ON PIE R/W 35 AT 18:25 GMT AND TAXIED TO THE GATE. AN INSPECTION BY MAINTENANCE FOUND THAT THE #2 TIRE HAD SHED IT'S ENTIRE RECAP COMPLETELY AROUND THE CARCASS CIRCUMFERENCE. FURTHER INSPECTION FOUND DAMAGE OT THE COMPRESSOR C-1, C-2 AND C-7 BLADES OF THE NUMBER 1 (L/H) ENGINE. LOOKING INTO THE ENGINE INLET AT THE 11:30 POSITION, BLACK MARKS WERE NOTED ON THE INSIDE OF THE INLET COWL, THE FRONT STATOR AND THE INSIDE OF THE CONTAINMENT RING. THE CONTAINMENT RING WAS PENETRATED AT THE 11:30 POSITION AS EVIDENCED BY A 1/16" X 1/2" CUT AND OTHER NICKS AND DENTS ETC. A VISUAL INSPECTION OF THE TURBINE SECTION DID NOT NOTE ANY OBVIOUS DISCREPANCIES. THE NUMBER 1 ENGINE, THE NUMBER 2 ASSEMBLY (L/H INBOARD POSITION), THE NUMBER 1 WHEEL ASSEMBLY (L/H OUTBOARD POSITION) AND THE NUMBER 2 BRAKE ASSEMBLY WERE REPLACED. THE NUMBER 2 BRAKE WERE WAS WITHING SERVICEABLE LIMITS, BUT WAS REPLACED DUE TO RUBBER DEBRIS IN IT. THIS WHEEL ASSEMBLY WAS INSTALLED BY SOUTHEAST MAINTENANCE AT PIE ON 01/30/02. A DAILY SERVICE CHECK WAS PERFORMED AT PIE ON 01/31/02. A REVIEW OF THE ASSOCIATED PAPERWORK FOR THIS TIRE CHANGE AND THIS DAILY SERVICE CHECK FOUND NO DISCREPANCIES. REFER TO BLOCK 43 BELOW FOR ADDITIONAL INFORMATION.