What happened
The FAA’s narrative, in sentence case. The FAA writes it in capitals and removes private details.
On September 6, 2026, skywest airlines flight 4732 departed Denver International Airport (den) from runway 25. During the takeoff roll, the right main inboard tire shredded. Tire debris caused secondary aircraft damage, including loss of no. 2 hydraulic system pressure and quantity, damage to a flap, and ingestion of debris into the no. 2 engine, resulting in elevated engine vibration. The flight crew also received a landing gear disagree indication and did not have a reliable cockpit indication confirming the position of the right main landing gear.
The crew completed applicable qrh procedures, advised ATC of the suspected tire failure, and elected to return to den. The crew did not declare an emergency. Airport personnel located tire debris and a component associated with the right main landing gear indication on runway 25. Because the crew could not confirm the right main landing gear position from the cockpit, they conducted a low approach to runway 34L for an external visual inspection. A nearby aircraft reported observing all three landing gear in the down position.
The aircraft subsequently landed on runway 34L and came to a stop on the runway. Due to degraded braking and steering capability, the aircraft was inspected by airport and maintenance personnel and then towed to the gate. Post-flight inspection confirmed the right main inboard tire tread had failed, resulting in damage to the no. 2 hydraulic system, no. 2 engine inlet guide vanes (igv), RH inbd flap assembly, RH MLG locking stay and proximity sensors, and RH MLG aft downlock harness. All passengers and crewmembers deplaned safely, and no injuries were reported.
As the FAA filed it
ON SEPTEMBER 6, 2026, SKYWEST AIRLINES FLIGHT 4732 DEPARTED DENVER INTERNATIONAL AIRPORT (DEN) FROM RUNWAY 25. DURING THE TAKEOFF ROLL, THE RIGHT MAIN INBOARD TIRE SHREDDED. TIRE DEBRIS CAUSED SECONDARY AIRCRAFT DAMAGE, INCLUDING LOSS OF NO. 2 HYDRAULIC SYSTEM PRESSURE AND QUANTITY, DAMAGE TO A FLAP, AND INGESTION OF DEBRIS INTO THE NO. 2 ENGINE, RESULTING IN ELEVATED ENGINE VIBRATION. THE FLIGHT CREW ALSO RECEIVED A LANDING GEAR DISAGREE INDICATION AND DID NOT HAVE A RELIABLE COCKPIT INDICATION CONFIRMING THE POSITION OF THE RIGHT MAIN LANDING GEAR.
THE CREW COMPLETED APPLICABLE QRH PROCEDURES, ADVISED ATC OF THE SUSPECTED TIRE FAILURE, AND ELECTED TO RETURN TO DEN. THE CREW DID NOT DECLARE AN EMERGENCY. AIRPORT PERSONNEL LOCATED TIRE DEBRIS AND A COMPONENT ASSOCIATED WITH THE RIGHT MAIN LANDING GEAR INDICATION ON RUNWAY 25. BECAUSE THE CREW COULD NOT CONFIRM THE RIGHT MAIN LANDING GEAR POSITION FROM THE COCKPIT, THEY CONDUCTED A LOW APPROACH TO RUNWAY 34L FOR AN EXTERNAL VISUAL INSPECTION. A NEARBY AIRCRAFT REPORTED OBSERVING ALL THREE LANDING GEAR IN THE DOWN POSITION.
THE AIRCRAFT SUBSEQUENTLY LANDED ON RUNWAY 34L AND CAME TO A STOP ON THE RUNWAY. DUE TO DEGRADED BRAKING AND STEERING CAPABILITY, THE AIRCRAFT WAS INSPECTED BY AIRPORT AND MAINTENANCE PERSONNEL AND THEN TOWED TO THE GATE. POST-FLIGHT INSPECTION CONFIRMED THE RIGHT MAIN INBOARD TIRE TREAD HAD FAILED, RESULTING IN DAMAGE TO THE NO. 2 HYDRAULIC SYSTEM, NO. 2 ENGINE INLET GUIDE VANES (IGV), RH INBD FLAP ASSEMBLY, RH MLG LOCKING STAY AND PROXIMITY SENSORS, AND RH MLG AFT DOWNLOCK HARNESS. ALL PASSENGERS AND CREWMEMBERS DEPLANED SAFELY, AND NO INJURIES WERE REPORTED.