ASRS Database Report Set - Bird or Animal Strike ReportsBird or
Animal Strike Reports
Report Set Description ........................................ A
sampling of reports referencing a bird or animal strike
incident.
Update Number
...................................................23.0
Number of New Records in Report Set ...............14
Type of Records in Report Set ............................ For each
update, new records received at ASRS will displace a like number of
the oldest records in the Report Set, with the objective of
providing the fifty most recent relevant ASRS Database records.
Records within this Report Set have been screened to assure their
relevance to the topic.
National Aeronautics and Space Administration
Ames Research Center Moffett Field, CA 94035-1000
TH: 262-7
SUBJECT: Data Derived from ASRS Reports
The attached material is furnished pursuant to a request for data
from the NASA Aviation Safety Reporting System (ASRS). Recipients
of this material are reminded when evaluating these data of the
following points.
ASRS reports are submitted voluntarily. The existence in the ASRS
database of reports concerning a specific topic cannot, therefore,
be used to infer the prevalence of that problem within the National
Airspace System.
Information contained in reports submitted to ASRS may be amplified
by further contact with the individual who submitted them, but the
information provided by the reporter is not investigated further.
Such information represents the perspective of the specific
individual who is describing their experience and perception of a
safety related event.
After preliminary processing, all ASRS reports are de-identified
and the identity of the individual who submitted the report is
permanently eliminated. All ASRS report processing systems are
designed to protect identifying information submitted by reporters;
including names, company affiliations, and specific times of
incident occurrence. After a report has been de-identified, any
verification of information submitted to ASRS would be
limited.
The National Aeronautics and Space Administration and its ASRS
current contractor, Booz Allen Hamilton, specifically disclaim any
responsibility for any interpretation which may be made by others
of any material or data furnished by NASA in response to queries of
the ASRS database and related materials.
Linda J. Connell, Director NASA Aviation Safety Reporting
System
CAVEAT REGARDING USE OF ASRS DATA
Certain caveats apply to the use of ASRS data. All ASRS reports are
voluntarily submitted, and thus cannot be considered a measured
random sample of the full population of like events. For example,
we receive several thousand altitude deviation reports each year.
This number may comprise over half of all the altitude deviations
that occur, or it may be just a small fraction of total
occurrences.
Moreover, not all pilots, controllers, mechanics, flight
attendants, dispatchers or other participants in the aviation
system are equally aware of the ASRS or may be equally willing to
report. Thus, the data can reflect reporting biases. These biases,
which are not fully known or measurable, may influence ASRS
information. A safety problem such as near midair collisions
(NMACs) may appear to be more highly concentrated in area “A” than
area “B” simply because the airmen who operate in area “A” are more
aware of the ASRS program and more inclined to report should an
NMAC occur. Any type of subjective, voluntary reporting will have
these limitations related to quantitative statistical
analysis.
One thing that can be known from ASRS data is that the number of
reports received concerning specific event types represents the
lower measure of the true number of such events that are occurring.
For example, if ASRS receives 881 reports of track deviations in
2010 (this number is purely hypothetical), then it can be known
with some certainty that at least 881 such events have occurred in
2010. With these statistical limitations in mind, we believe that
the real power of ASRS data is the qualitative information
contained in report narratives. The pilots, controllers, and others
who report tell us about aviation safety incidents and situations
in detail – explaining what happened, and more importantly, why it
happened. Using report narratives effectively requires an extra
measure of study, but the knowledge derived is well worth the added
effort.
Report Synopses
ACN: 1347367 (1 of 50)
Synopsis Air carrier Captain reported they encountered birds just
after takeoff. One bird is believed
to have struck the engine resulting in some blade damage.
ACN: 1347051 (2 of 50)
Synopsis EMB-175 flight crew reported a bird strike near rotation
and the subsequent return to the
departure airport minutes later.
ACN: 1344386 (3 of 50)
Synopsis Air carrier Captain and Flight Attendant reported
experiencing a bird strike during the
initial climb. The engine was exhibiting abnormal vibration
indications, so the flight
returned to the departure airport. After the first approach was
aborted, a subsequent
approach attempt resulted in a successful landing.
ACN: 1342438 (4 of 50)
Synopsis Small aircraft pilot reported the aircraft wing tip struck
a lawn service worker during taxi.
ACN: 1337999 (5 of 50)
Synopsis B767-400 flight crew experienced a bird strike at 300 feet
after takeoff causing fan
vibration. The engine was idled but kept running and the center
tank fuel was dumped,
before returning to land 5,000 pounds overweight.
ACN: 1330005 (6 of 50)
Synopsis A helicopter pilot reported being made aware of an active
skydiving jump zone, but was
provided incomplete and incorrect information in regard to the
specific location and timing
of the activity.
ACN: 1328408 (7 of 50)
Synopsis B737 flight crew reported rejecting the takeoff after
experiencing a bird strike just below
V1.
ACN: 1327278 (8 of 50)
Synopsis Air carrier flight crew reported being distracted during
takeoff roll by a bird which emerged
from inside the cockpit. Aircraft control was maintained at all
times and the bird
subsequently disappeared for the remainder of the flight.
ACN: 1327145 (9 of 50)
Synopsis FXE Tower Controller reported a recurring problem with
coyotes. An aircraft was issued a
go-around due to a coyote on the runway. A landing aircraft
reported almost hitting a
coyote on the runway.
Synopsis A general aviation pilot reported several encounters with
vehicles operating near aircraft at
Pearland Regional Airport, a privately owned airport. The pilot is
concerned for the safety
of all persons involved but has been unable to gain the assistance
of airport management.
ACN: 1323786 (11 of 50)
Synopsis At about 1,000 feet after departure, a B737-700
encountered a bird flock which caused left
engine surging. The aircraft returned to the departure airport
where severe left engine
damage was discovered as well as bird remains in the functioning
right engine.
ACN: 1323454 (12 of 50)
Synopsis A320 flight crew reported encountering a bird strike at
high speed during the takeoff roll.
The takeoff was continued, however a significant vibration in one
engine was noted. They
reduced power on the affected engine and safely returned to the
departure airport, where
major damage to the engine was discovered.
ACN: 1320700 (13 of 50)
Synopsis B737 flight crew experienced a sudden engine failure
climbing through 15,000 feet and
returned to the departure airport. Post flight inspection revealed
possible bird feathers in
the engine.
ACN: 1318501 (14 of 50)
Synopsis A319 Dispatcher was informed of a possible bird strike
during takeoff by one of his flights
with no apparent ill effects. Airport personnel discovered aluminum
debris at the end of
the departure runway. The crew was informed and elected to
continue. Post flight revealed
missing pieces of acoustic liner on the number two engine.
ACN: 1312671 (15 of 50)
Synopsis After departing, the crew experienced multiple bird
strikes which resulted in high vibration
and compressor stalls in the number two engine. They accomplished
the checklist and
were able to operate the engine at idle while returning to land at
departure airport.
ACN: 1311855 (16 of 50)
Synopsis B737 flight crew reported returning to departure airport
after a bird flock encounter in
initial climb caused extensive damage to the right engine.
ACN: 1311578 (17 of 50)
Synopsis CRJ-200 Captain reported narrowly missing a ramp employee
when taxi was begun before
the signal was given.
ACN: 1309261 (18 of 50)
Synopsis PA28 Instructor with a student reported striking a deer
well into the takeoff roll. The
runway lights were not on at the time and the landing light
revealed the deer too late to
take evasive action.
ACN: 1306819 (19 of 50)
Synopsis B737 flight crew reported ingesting a large bird at 75
knots on the takeoff roll and
rejecting. Upon examination by Maintenance, the left engine was
found to have at least
three damaged fan blades and the aircraft was taken out of
service.
ACN: 1305972 (20 of 50)
Synopsis A B737 flight crew reported a bird strike during the
takeoff roll, damaging one of the
engines. The takeoff was safely aborted and the aircraft returned
to the gate for
maintenance action.
Synopsis
An Airbus flight crew reported a double bird strike while
conducting a night approach.
There was no apparent damage to either engine or the airframe and
an uneventful landing
was accomplished.
ACN: 1300748 (22 of 50)
Synopsis Flight crew failed to call Tower and landed without a
clearance due to a distraction of
Approach Controller advising them about possible UAV traffic and
birds on final.
ACN: 1299456 (23 of 50)
Synopsis An A320 flight crew reported ground personnel's failure to
observe SOP's during pushback
and taxi out which almost resulted in serious injury.
ACN: 1299290 (24 of 50)
Synopsis On short final, an MD-11 was impacted by a bird, which
sheared a hydraulic line in the
nose gear assembly. This resulted in a loss of the Number 3
Hydraulic System and ability
to taxi. The crew requested and received a tow to parking.
ACN: 1295872 (25 of 50)
Synopsis A pilot departed S43 Runway 33. At 200 feet the pilot
turned left to avoid a parachutist
which resulted in a NMAC with a helicopter in the landing
pattern.
ACN: 1295375 (26 of 50)
Synopsis An air taxi aircraft struck a bird on the takeoff roll
from PHMU and continued to their
destination where Maintenance found bird strike evidence on one of
the propeller blades.
ACN: 1288902 (27 of 50)
Synopsis A pilot of a vintage single engine aircraft reported
striking a deer during landing rollout. No
injuries were reported to either the pilot or his passenger,
however the aircraft did sustain
visible damage to exterior components.
ACN: 1288517 (28 of 50)
Synopsis
A flight crew reported that their aircraft was struck by an eagle
during the takeoff roll. The
takeoff was successfully rejected and the aircraft returned to the
hangar for damage
assessment.
ACN: 1282376 (29 of 50)
Synopsis CL-600 Captain reported impact with a deer at VGC during
landing roll.
ACN: 1279605 (30 of 50)
Synopsis B747 Relief Pilot described a bird strike on takeoff that
damaged the number four engine.
After consulting with the company the crew elects to return to the
departure airport after
dumping fuel down to maximum landing weight.
ACN: 1264063 (31 of 50)
Synopsis B757 flight crew reports a loud impact on the left radome,
from a large bird at 7,000 feet.
Initially no anomalies are detected but then the flight attendants
report a strange sound
and a strong vibration coming from the left engine. The crew also
feels the vibration and
elects to return to the departure airport.
ACN: 1264030 (32 of 50)
Synopsis A Captain expresses his concerns about the 'quickness'
that Maintenance had performed
on a Bird Strike Inspection on # 2 Engine for an A320 aircraft,
without any reference
procedure noted in the Logbook sign-off. Adding to his concerns,
was his Air Carrier's
removal of a previous requirement that an Airworthiness Release
also be issued after a
Bird Strike Inspection.
ACN: 1261972 (33 of 50)
Synopsis An A319 Captain reported abnormal engine indications after
a bird strike shortly following
takeoff. The flight crew elected to return to the departure
airport.
ACN: 1261724 (34 of 50)
Synopsis A B757 air crew performed a rejected takeoff after
multiple bird strikes at around 100
knots. They returned to the gate. After maintenance inspected the
aircraft they once again
departed for their destination uneventfully.
ACN: 1257071 (35 of 50)
Synopsis A319 Captain reports hitting two geese on rotation. The
only damage appears to be to the
gear doors and the crew returns for an uneventful landing.
ACN: 1256621 (36 of 50)
Synopsis CRJ900 Captain experiences severe turbulence during
approach to ORF at 3000 feet,
followed quickly by a bird strike. The Captain allows another RJ to
go ahead then attempts
a second approach which is successful.
ACN: 1254113 (37 of 50)
Synopsis A300 flight crew experiences a bird strike on takeoff that
seems to be in the nose gear
area. Holding is initiated to contact Maintenance and ATC informs
that another crew saw
fire from the left engine at rotation. The crew elects to return to
the departure airport
where three bent fan blades are discovered by Maintenance.
ACN: 1252397 (38 of 50)
Synopsis Maintenance personnel completed and cleared a B737 bird
strike maintenance log entry.
On the next takeoff, the First Officer's airspeed lagged in
relation to the Captain's and the
ENG light accompanied the autothrottle disconnect. During the turn
after takeoff the First
Officer's stall warning alerted.
ACN: 1249792 (39 of 50)
Synopsis Small aircraft pilot reported hitting a deer on takeoff at
N79.
ACN: 1249428 (40 of 50)
Synopsis B737-800 flight crew reported during departure they
noticed a smoky odor after a bird
strike. The flight returned to departure airport. After landing,
damage to #1 engine fan
blade was found.
ACN: 1247807 (41 of 50)
Synopsis B757 First Officer (FO) reports hitting a flock of geese
during climbout. The engines appear
unscathed, but a return to the departure airport occured. The
Captain and the FO both
attempt to access their iPad's for overweight landing information
to find both apps frozen.
ACN: 1246547 (42 of 50)
Synopsis After the fact, a B757 First Officer was made aware that
he and Captain taxied with a
ground crewmen head set still attached to the aircraft. Neither
pilot saw the person.
ACN: 1246497 (43 of 50)
Synopsis An air carrier crew departed and struck a bird flock
between 5,000 feet and 6,000 feet.
Because of engine and airframe vibration the crew returned to
departure airport where
damage was found to the radome, #2 engine fan blades, the right
wing and winglet.
ACN: 1245570 (44 of 50)
Synopsis DEN airline ramp employee reported leads have to deal with
in-transit animals, including a
wild wolf that was the subject of this report. Reporter stated they
had no training in how
to deal with animals.
ACN: 1242937 (45 of 50)
Synopsis After wing walking the aircraft into the gate and chocking
the right main gear, a ramp
person was alarmed when the aircraft moved backward approximately
three feet. Cold and
icy conditions were likely contributing factors to the aircraft's
unsolicited movement.
ACN: 1239143 (46 of 50)
Synopsis Approaching a jump zone, an RV7 pilot attempts to tune in
the jump frequency but does
not press the swap button. Parachutes are then seen blossoming
above his aircraft as he
continues through the jump zone. The loss of the GPS (Global
Positioning System) signal
on the tablet was also a contributing factor.
ACN: 1238255 (47 of 50)
Synopsis While performing a post departure FOD inspection at his
assigned gate the Lead Marshaler
was alarmed by the sound of engines spooking up behind him and only
then noted that an
aircraft was taxiing into the gate despite his presence in its path
and the lack of a
Marshaler. He recovered quickly, got the flight crew's attention
with a wands crossed
"STOP" signal and then marshaled the balance of their
arrival.
ACN: 1235846 (48 of 50)
Synopsis A mechanic performing an engine run at the gate detects an
amber Cargo Door Caution
Message on EICAS and immediately aborts the Number 1 Engine Start.
A bag handler had
approached the aircraft and parked a belt loader in front of the
left engine despite the
beacon being on and the right engine running.
ACN: 1235672 (49 of 50)
Synopsis B737 Captain reports hitting a flock of birds at 2000 feet
during vectors for approach
damaging at least one engine. Compressor stalls are heard and the
Captain takes control
of the aircraft and turns direct to the runway. ATC is advised and
a flaps 15 landing
ensues.
ACN: 1235237 (50 of 50)
Synopsis A Captain taxiing to his SFO gate expressed concern about
the safety of gate Marshalers
who were positioned an extended distance from the gate where they
may not be seen.
Report Narratives
Time / Day
Date : 201604
Place
Operating Under FAR Part : Part 121
Flight Plan : IFR
Reporter Organization : Air Carrier
Qualification.Flight Crew : Air Transport Pilot (ATP)
ASRS Report Number.Accession Number : 1347367
Events
Detector.Person : Maintenance
Primary Problem : Environment - Non Weather Related
Narrative: 1
During takeoff at V1 to Vr, three medium sized birds we're noticed
flying above the
runway at about the level of the aircraft. One of the birds crossed
in front of the aircraft
from right to left then disappeared down the left side of the
fuselage. No indications of a
bird strike were noticed by the flight crew and all engine
indications were normal.
After giving the flight attendants the 10,000 foot chime, the
flight attendants called the
flight deck saying one of the onboard mechanics wanted to talk to
the flight crew. The
mechanic was allowed to enter the flight deck. Upon arrival in the
flight deck the mechanic
advised he heard a noticeable pitch change in the Number one engine
at rotation. All
engine indications were normal, and the flight proceeded to
destination.
Upon post flight at the destination the left engine was examined
and evidence of a bird
strike was found. Fan blade number 17 was damaged beyond repair.
Fan blades 16 and 18
were damaged, but within serviceable limits. No other evidence of
bird strikes were noted
on the fuselage.
Synopsis
Air carrier Captain reported they encountered birds just after
takeoff. One bird is believed
to have struck the engine resulting in some blade damage.
ACN: 1347051 (2 of 50)
Time / Day
Date : 201604
Place
Crew Size.Number Of Crew : 2
Operating Under FAR Part : Part 121
Flight Plan : IFR
Reporter Organization : Air Carrier
Function.Flight Crew : Pilot Flying
ASRS Report Number.Accession Number : 1347051
Human Factors : Distraction
Reporter Organization : Air Carrier
Function.Flight Crew : First Officer
Qualification.Flight Crew : Air Transport Pilot (ATP)
ASRS Report Number.Accession Number : 1347050
Human Factors : Distraction
Reporter Organization : Air Carrier
Qualification.Flight Attendant : Current
Human Factors : Other / Unknown
Reporter Organization : Air Carrier
Qualification.Flight Attendant : Current
Experience.Flight Attendant.Total : 8
Human Factors : Other / Unknown
Anomaly.Inflight Event / Encounter : Bird / Animal
Detector.Person : Flight Crew
When Detected : In-flight
Result.Aircraft : Aircraft Damaged
Primary Problem : Environment - Non Weather Related
Narrative: 1
We taxied out of the gate and onto the taxiways without noticing
any more than usual bird
activity for [this airport]. Another aircraft had just departed
Runway XX as we were taxiing
out. After reaching the end of Runway XX we were cleared for
takeoff by Local Control.
During takeoff roll, just around the time "rotate" was called I
noticed a large black or dark
grey bird sitting on the runway centerline only about 100 feet in
front of us. It had blended
in with the background color of the runway before this time. After
the bird passed the
flight deck to the left there was a loud impact sound and the
engine started to surge and
started to fail. Vibrations were felt and continuous loud banging
and rattling sounds were
heard on the flight deck. The takeoff was continued. The engine did
not fail all at once, but
rather was surging repeatedly making the directional control
challenging at first. When I
felt the plane need great variations in the rudder deflection I
started to fear a loss of
directional control. I momentarily retarded the thrust levers to
maintain control. Once
control was reaffirmed immediately I pushed the thrust levers to
the "fire wall" position.
My intent was to maintain control.
Initially, during the climb the noise of the number one engine and
the continued surging
kept myself distracted from the normal climb procedures or even
normal "engine failure at
or after V1 climb out" procedures that are practiced in the
simulator. The airplane
remained under control, but at a higher level of focus than ever
needed for any simulator
event I've ever had. During the climb out the engine shut itself
down as we started the
engine fire, severe damage, separation QRC and QRH checklists. We
[advised ATC],
climbed to a safe altitude and flew a left hand VFR traffic pattern
in clear VMC daylight
conditions. While on downwind and using muscle memory of where the
flight attendant call
button is located on the communication panel, communication being
important, I
contacted the flight attendants. Both flight attendants answered
the call and I informed
them that we were returning to [departure airport], we had 2
minutes until landing, that
we've had an engine failure because of a bird strike and that we
had our hands full and we
did not have time to make an announcement to the passengers. I did
not deliberately not
use the Emergency Call Button, nor did I deliberately not tell the
flight attendants that we
were making an emergency landing. Nor did I deliberately not give a
brace instruction or
command. All of this was unintentional, aircraft control and
landing with the shutdown
engine still making mechanical grinding noises consuming my
focus.
We continued around the traffic pattern. The entire time in flight
we had continuous loud
noise of the engine and its parts rattling and banging. Because of
all of the noise from the
engine, I exercised Captain's authority and made the quick decision
without conferring
with my First Officer to land immediately rather than fly at a pace
that is normally
executed in the simulator. The landing was made [at departure
airport] without any
injuries to passengers or crew and without any further known damage
to the aircraft. We
taxied to the gate under our own power with the shutdown of engine
2 occurring at the
gate.
I do know we made several mistakes and could have performed better.
There were
checklists that we made mistakes on and call outs missed. I
attribute these errors to the
workload saturation and unusual conditions even for such an
[event]. I exercised Captain's
authority to land as soon as possible because of the mechanical
grinding noises and
excessive noise in general, even after the engine was secured. I
chose to land as I had
rather than continue to fly with an aircraft in such an
indeterminate state. As an example
of the state of flight, at more than one occasion, it was observed
that N1 surged from 0%
to an indication of approximately 30-40% coinciding with a yaw
effect and a subsequent
bang and slight jolt as the N1 returned to 0%. The N1 percentages
listed above are an
estimate from using peripheral vision while maintaining directional
control of the aircraft.
As a post flight precaution we disabled the Digital Voice Data
recorders (DVDRs) and the
Flight Deck Recorder (FDR) in case this is later determined to be
an NTSB reportable event
and reported this action to Maintenance Control. Our Dispatcher
determined that it should
not be an NTSB reportable event, but for precautionary reasons we
agreed with
Maintenance Control and disabled the system. We also reported a
"possible over weight
landing" to Maintenance Control as conferring with Dispatch
revealed we were close to
being over Max Landing Weight by 100 LBS.
We were directed by the Company Dispatch that we were cleared to
continue our day's
assignment. We were on the ground in ZZZ for approximately 3 hours
with no contact
from any State or FAA Authorities. We were not approached by any
official while in ZZZ to
provide any written statement. We did have several airport officers
and local police at the
plane while we were still in ZZZ, as well as we spoke with CFR
individuals who asked for
verbal reports and took photographs of our company identification,
photographs of the
damage to the engine and samples of the bird entrails from inside
the engine intake. At no
time did we refuse to cooperate with any officials while in
ZZZ.
Narrative: 2
Narrative: 3
Narrative: 4
While taking off I immediately heard a loud noise. The A flight
attendant called me and
asked me if I heard a loud noise as well. She then asked if she
should call the Captain and
I said lets wait for him to call us because we were still climbing.
Soon after that the
Captain called back in regular mode and said that he doesn't have
time to make an
announcement and so we asked what happened and he said we hit a
bird and are going
back to the airport will be landing then hung up. The other FA and
myself prepared the
cabin for landing and told the passengers we were landing back [at
departure airport].
Once we landed back [at departure airport] I made an announcement
explaining to them
that we hit a bird and to please remain seated until we get further
instructions from the
Captain. The passengers thanked us for staying calm and keeping
them informed.
Synopsis
EMB-175 flight crew reported a bird strike near rotation and the
subsequent return to the
departure airport minutes later.
Time / Day
Date : 201604
Place
Aircraft Operator : Air Carrier
Make Model Name : Medium Large Transport, Low Wing, 2 Turbojet
Eng
Crew Size.Number Of Crew : 2
Operating Under FAR Part : Part 121
Flight Plan : IFR
Reporter Organization : Air Carrier
ASRS Report Number.Accession Number : 1344386
Human Factors : Troubleshooting
Human Factors : Workload
Human Factors : Distraction
Reporter Organization : Air Carrier
Qualification.Flight Attendant : Current
Events
Detector.Person : Flight Crew
When Detected : In-flight
Result.General : Maintenance Action
Result.Flight Crew : Landed As Precaution
Result.Flight Crew : Requested ATC Assistance / Clarification
Result.Flight Crew : Returned To Departure Airport
Result.Air Traffic Control : Issued New Clearance
Result.Aircraft : Aircraft Damaged
Primary Problem : Environment - Non Weather Related
Narrative: 1
We conducted a normal takeoff from ZZZ on a clear day with calm
winds. Climbing
through 400 ft, a bird flew right by the left side of the aircraft
and struck the #1 engine.
The FO and I heard the impact and noticed a high-frequency
vibration and buzzing sound
after impact. The engine did not rollback or fail, nor did the
thrust reduce, however we did
observe a marked increase in both HP and LP vibration (both were
sustained at about 2.4
after impact with minor fluctuations) as well as a strong burning
odor. I continued to make
standard callouts until we were above 1,000 ft, at which point the
FO and I discussed our
observations and confirmed our suspicions that the bird did in fact
hit the engine. I asked
the FO to notify ATC that we would be returning to ZZZ to make a
precautionary landing,
and that we hit a bird on takeoff. Once we were on vectors with the
Autopilot engaged and
everything was stable, we discussed possibly running the QRH and
shutting down the
engine. Ultimately, we decided to keep the engine running since all
parameters were
within limits. At this point, I took the airplane and the radios
and delegated Flight
Attendant / Passenger communication to the FO.
Once the FO was finished communicating with the FAs/Pax, we briefed
the Visual Approach
backed up by the ILS. We conducted descent and approach flows and
checklists.
Concurrently, Approach had placed us on about a 6 or 7 mile right
base and had us at
3,000 ft. They asked if we had the airport in sight, we responded
affirmatively, and they
cleared us for the visual. I could see that we were still somewhat
high, but I felt it was
manageable. I requested gear down and flaps 1. While the aircraft
slowed, the FO was
saturated between my callouts for flaps and speed reductions and
ATC calls. By the time
we made it to 1,200 ft, I could clearly see that we were too high
and fast for the approach,
so I executed a go-around. Once we were established on vectors and
the autopilot was
engaged, I once again took the airplane and radios and delegated
FA/Pax communication
to the FO. We conducted descent and approach flows and briefed
bottom lines for fuel in
case we had to go around again. For the next approach, I asked
Approach for a longer
final approach. This time, we slowed and configured early since ATC
needed to keep us at
3,000 for nearby terrain. This time, the approach was stable well
before 1,000 ft AFE. We
landed normally and taxied off the runway. We were escorted by ARFF
to the gate. After
parking and securing the aircraft, debris from the bird strike was
found on the cowl,
intake, spinner, and N1 stator vanes during post-flight inspection.
The aircraft was
removed from service and the flight cancelled since the engine
required a major inspection
following the event.
Narrative: 2
As we were taking off, I heard a loud buzzing noise coming from the
left engine on the
aircraft. I was concerned, so I called the other flight attendant
and asked if she noticed
anything unusual. She didn't necessarily hear it at the time, but
later said she did hear a
thump right after I called her. The buzzing stopped after about a
minute. The pilots called
back and said that we had hit a bird and needed to return to ZZZ as
a precaution. They
instructed us that they did not anticipate an evacuation or any
special protocols. First
Officer made an announcement to the passengers telling them what
had happened and
that we were returning to ZZZ. I then made an announcement
reminding the passengers
to keep their seatbelts securely fastened and tray tables and carry
on items stowed, and
aisle armrests lowered, etc., as I would normally do prior to
landing. [The other FA] and I
did a compliance check and sat down for landing. We came in a
little fast into ZZZ, so the
pilots did a go-around, and then we landed normally. I made an
announcement similar to
the normal landing announcement, adding that we would have a
[company] representative
available to answer any questions they might have and help them
with their travel
arrangements. We taxied to the gate as normal and were met by a
gate agent. Captain
then called maintenance and had a mechanic come to look at the
engine. After assessing
the situation, the captain and gate agent decided to deplane the
aircraft and after the
mechanic inspected our engine, the flight was cancelled.
Synopsis
Air carrier Captain and Flight Attendant reported experiencing a
bird strike during the
initial climb. The engine was exhibiting abnormal vibration
indications, so the flight
returned to the departure airport. After the first approach was
aborted, a subsequent
approach attempt resulted in a successful landing.
ACN: 1342438 (4 of 50)
Time / Day
Date : 201603
Place
Operating Under FAR Part : Part 91
Mission : Personal
Reporter Organization : Personal
Qualification.Flight Crew : Instrument
Qualification.Flight Crew : Private
Experience.Flight Crew.Total : 960
Experience.Flight Crew.Type : 900
Human Factors : Situational Awareness
Detector.Person : Flight Crew
When Detected : Taxi
Primary Problem : Human Factors
Narrative: 1
A taxiway incident occurred between my airplane and a grass cutting
service employee.
While taxiing along Taxiway Foxtrot on the way to Taxiway Lima, I
felt the airplane make
contact with something. I stopped the airplane and shut down the
engine. I found a lawn
service worker lying on the ground with a headset on and an edge
trimmer by his side. He
was lying on his back. My passenger asked him how he was and he
responded with
"[expletive language]". After contacting the local authorities the
County Sheriff and a Fire
Rescue team showed up at the site. The individual was taken to
hospital to determine his
needs. No blood or broken bones where identified. The total
aircraft damage was to the
plastic wing tip light cover and the sheet metal fence to keep
light from glaring into the
cockpit on the very wing tip of the airplane.
I realize this report might not be necessary as the incident was
while taxiing at a private
airport, but filed this information on an as needed basis.
Synopsis
Small aircraft pilot reported the aircraft wing tip struck a lawn
service worker during taxi.
ACN: 1337999 (5 of 50)
Time / Day
Date : 201603
Place
Crew Size.Number Of Crew : 3
Operating Under FAR Part : Part 121
Flight Plan : IFR
Flight Phase : Takeoff
Airspace.Class B : ZZZ
Reporter Organization : Air Carrier
Function.Flight Crew : First Officer
Experience.Flight Crew.Total : 15052
Experience.Flight Crew.Type : 12843
Person : 2
Reference : 2
Reporter Organization : Air Carrier
Function.Flight Crew : First Officer
Qualification.Flight Crew : Air Transport Pilot (ATP)
Experience.Flight Crew.Total : 13065
Experience.Flight Crew.Type : 7821
Person : 3
Reference : 3
Reporter Organization : Air Carrier
Experience.Flight Crew.Total : 18848
Experience.Flight Crew.Type : 7185
Events
Detector.Person : Flight Crew
When Detected : In-flight
Result.Aircraft : Aircraft Damaged
Primary Problem : Environment - Non Weather Related
Narrative: 1
B767-400 flight, reduced power takeoff, at 300 feet aircraft struck
large bird. Instantly
heard loud noise coming from right engine. Saw right engine
vibration indicator at 5.0. We
immediately reduced right throttle to decrease vibration and noise,
left flaps at 15,
climbed to 5000 feet and informed ATC, accomplished the QRH engine
failure checklist, did
not shut down engine but kept it at idle. We then proceeded to QRH
fuel dumping
procedure, dumped all fuel from center tank and prepared to land at
355,000 lbs. which is
5000 LBS over landing weight. Made a normal landing. Shut down
right engine after
landing and taxied to gate with one engine.
Narrative: 2
Narrative: 3
After being inspected by emergency crews we taxied to gate without
further incident.
Synopsis
B767-400 flight crew experienced a bird strike at 300 feet after
takeoff causing fan
vibration. The engine was idled but kept running and the center
tank fuel was dumped,
before returning to land 5,000 pounds overweight.
ACN: 1330005 (6 of 50)
Time / Day
Date : 201602
Place
Operating Under FAR Part : Part 91
Flight Plan : None
Airspace.Class G : ZZZ
Reporter Organization : Personal
Experience.Flight Crew.Type : 150
Human Factors : Communication Breakdown
Human Factors : Situational Awareness
Communication Breakdown.Party1 : Flight Crew
Communication Breakdown.Party2 : Flight Crew
Detector.Person : Ground Personnel
When Detected : Taxi
Contributing Factors / Situations : Procedure
Primary Problem : Human Factors
Narrative: 1
I entered a left downwind for rwy 32, and during final approach I
was advised by an
aircraft on downwind that there were skydivers in the air heading
for the west side of the
runway. I said no problem, I would stay East of the runway. Upon
hover taxi he corrected
himself saying the landing zone was West of the runway and south of
the hangar. I
expedited my taxi North of the hangar and to the East. Upon landing
I had a man yelling
at me telling me that I had crossed the drop zone and that the
airport had a NOTAM. As
far as I am concerned a NOTAM is not an airport closure! I had
announced my intentions
on the CTAF, and if there were any conflict, I should have been
advised by the pilot of the
jump plane.
Prior to my departure I was advised by an individual on the ground
that a jump was going
to occur in a few minutes. I attempted to contact the pilot of the
jump aircraft to no avail.
As I was leaving the area he announced jumpers away. This issue
could have been
completely avoided if the pilot of the jump plane would talk to any
and all traffic in the
area. The pilot in the aircraft on downwind needs to learn
situational awareness as to what
direction East, West, North and South are.
Synopsis
A helicopter pilot reported being made aware of an active skydiving
jump zone, but was
provided incomplete and incorrect information in regard to the
specific location and timing
of the activity.
Time / Day
Date : 201601
Place
Crew Size.Number Of Crew : 2
Operating Under FAR Part : Part 121
Flight Plan : IFR
Reporter Organization : Air Carrier
Experience.Flight Crew.Last 90 Days : 187
ASRS Report Number.Accession Number : 1328408
Person : 2
Reference : 2
Reporter Organization : Air Carrier
Function.Flight Crew : First Officer
Experience.Flight Crew.Last 90 Days : 158
Experience.Flight Crew.Type : 610
Events
Anomaly.Ground Event / Encounter : Person / Animal / Bird
Detector.Person : Flight Crew
When Detected : In-flight
Result.General : Maintenance Action
Result.Flight Crew : Rejected Takeoff
Primary Problem : Environment - Non Weather Related
Narrative: 1
On takeoff roll, just prior to V1, [I] observed a bird of prey,
with something in its talons,
lifting off from the centerline of the runway. As the bird passed
close abroad the right sight
of the aircraft, we heard a load bang. [I] initiated a rejected
takeoff as the F/O was calling
"V1". After aircraft was stopped, F/O informed Tampa Tower of our
reject. [I] made a PA
and told the passengers to remain seated. We decided we did not
need to run any
emergency checklist. We discussed brake cooling and decided we
could taxi to the gate for
the required brake cooling (40 minutes per the performance computer
brake cooling
module). We discussed the likelihood that the bird was ingested by
the number two engine
and elected to shut it down as we taxied. Remainder of taxi to the
gate was uneventful.
Narrative: 2
Day VMC Captain takeoff. I was the PM and monitoring the engine
instruments and
airspeed as the takeoff progressed. Five knots prior to V1 I called
out "V1." As I verbalized
this, or just prior, the Captain rejected the takeoff. I heard the
loud bang of an impact just
prior to the Captain's actions. I reverted to my duties of
monitoring the deceleration and
noted speedbrakes extended and thrust reversers deployed. The
autobrakes rapidly
decelerated the aircraft to a stop maybe halfway down the runway.
In hindsight, the
aircraft decelerated so quickly that I believe I was distracted
from making the "extended"
and "deployed" calls for the speedbrakes and thrust reversers. I
informed the Tower of our
rejected takeoff and that we were remaining stopped on the runway
as we analyzed the
situation and determined the appropriate action to take. The
Captain said we had hit a
bird. Stopped on the runway, we checked performance computer brake
cooling and
determined that 40 minutes of brake cooling at the gate was
required. We taxied clear
with no assistance required from Tower or Ground. Maintenance
discovered bird remains
on the right inboard leading edge and in the number two
engine.
Synopsis
B737 flight crew reported rejecting the takeoff after experiencing
a bird strike just below
V1.
Time / Day
Date : 201601
Place
Make Model Name : Large Transport, Low Wing, 2 Turbojet Eng
Crew Size.Number Of Crew : 2
Operating Under FAR Part : Part 121
Flight Plan : IFR
Reporter Organization : Air Carrier
Function.Flight Crew : Pilot Flying
Function.Flight Crew : First Officer
ASRS Report Number.Accession Number : 1327278
Human Factors : Confusion
Human Factors : Workload
Anomaly.Deviation - Procedural : Published Material / Policy
Anomaly.Ground Event / Encounter : Person / Animal / Bird
Detector.Person : Flight Crew
When Detected : In-flight
Result.General : Maintenance Action
Primary Problem : Environment - Non Weather Related
Narrative: 1
FO was PF. During takeoff roll at MTPP right at rotate speed, a
bird in the cockpit suddenly
flew from the Capt.'s left side to cross in front of the Capt.,
across the window, bumping
off the window/glare shield in front of me, and then headed right
toward my face, causing
me to lean out of the way as it brushed by my face while I was
pulling the aircraft nose up
through rotation. Aircraft control was not compromised. The bird
passed by me, and we
were unable to locate it for the duration of the flight. Presumably
it escaped our view in a
small crevasse and perished.
Prior to departing ZZZ for the MTPP turn, the aircraft was on the
ground for three days. It
was towed from the maintenance hangar to our gate. As I boarded the
aircraft for preflight
duties at ZZZ, ground personnel was attempting to remove a pigeon
from the cabin and
apparently succeeded. The electronic maintenance log indicates that
a pigeon was
removed from the aircraft, but unclear to me whether that entry
refers to the preflight
pigeon or our inflight bird of unknown species. We were aware of no
other in-the-aircraft
bird activity.
On the ground in MTPP, ground personnel secured the jet bridge door
in the open position
throughout the ground time. There is a remote possibility the bird
joined us from there
too. Regardless of where our avian friend originated that day, it
most likely entered the
aircraft through open doors, especially if the aircraft was left
open for days prior to the
flight. As such, I recommend the review of the existing guidance
for leaving aircraft doors
open for extended periods of time and determine if the guidance is
inadequate, or simply
not followed in this event.
Synopsis
Air carrier flight crew reported being distracted during takeoff
roll by a bird which emerged
from inside the cockpit. Aircraft control was maintained at all
times and the bird
subsequently disappeared for the remainder of the flight.
ACN: 1327145 (9 of 50)
Time / Day
Date : 201601
Place
Make Model Name : Light Transport, Low Wing, 2 Turbojet Eng
Crew Size.Number Of Crew : 2
Operating Under FAR Part : Part 135
Flight Plan : IFR
Airspace.Class D : FXE
ATC / Advisory.Tower : FXE
Aircraft Operator : Personal
Make Model Name : Small Aircraft, Low Wing, 1 Eng, Fixed Gear
Crew Size.Number Of Crew : 1
Operating Under FAR Part : Part 91
Mission : Personal
Experience.Air Traffic Control.Time Certified In Pos 1 (yrs) :
20.0
ASRS Report Number.Accession Number : 1327145
Human Factors : Situational Awareness
Anomaly.Ground Event / Encounter : Person / Animal / Bird
Detector.Person : Air Traffic Control
Result.Air Traffic Control : Provided Assistance
Result.Air Traffic Control : Issued Advisory / Alert
Assessments
Primary Problem : Environment - Non Weather Related
Narrative: 1
This is a series of events involving the coyote problem on the
field. Coyote observed on
runway, Med evac on approach was issued a go around by Local
Control. Security was
summoned to chase the coyote off the field. A pilot on the ramp
reported a coyote,
security vehicle was summoned to chase the animal off the field.
FAA Vehicle eastbound
on taxiway reported a coyote just north of the approach end of the
runway. The vehicle
chased the animal into the treeline. Aircraft Y landed and reported
almost hitting a coyote
on landing roll, the animal cut right in front of him on the
runway. A coyote was spotted
near a taxiway near the runway. Security was summoned to chase the
animal off the field.
A coyote was spotted west of a runway, security was summoned to
chase the animal off
the field.
This has been going on since last summer or fall. The population of
coyotes is growing as
we often see them in pairs or small groups now. Airport operations
does not seem to be
able to achieve the appropriate permissions to handle the
situation, e.g. trap or shot, from
the state or local government. This problem is getting
progressively worse and aircraft
safety is at risk daily. The above list is a typical day of dealing
with the coyote problem on
the airport here.
Get the presiding authority, whomever that may be, to issue the
order to handle this
escalating safety problem and capture or kill these animals before
there is an accident.
Synopsis
FXE Tower Controller reported a recurring problem with coyotes. An
aircraft was issued a
go-around due to a coyote on the runway. A landing aircraft
reported almost hitting a
coyote on the runway.
Time / Day
Date : 201512
Place
Operating Under FAR Part : Part 91
Flight Plan : None
Reporter Organization : Personal
Human Factors : Situational Awareness
Anomaly.Deviation - Procedural : FAR
Detector.Person : Flight Crew
Miss Distance.Horizontal : 50
Miss Distance.Vertical : 0
When Detected : Taxi
Assessments
Primary Problem : Ambiguous
Narrative: 1
On several occasions, I have witnessed near collisions between
taxiing aircraft and people
(usually kids) on dirt bikes and off-road vehicles on the taxiways
and runways at Pearland
Regional Airport (LVJ). The airport is entirely private property
and those riding motorcycles
and four-wheelers are probably coming in from the surrounding
neighborhoods. Other
pilots and I have reported these close calls to airport management
and been told that they
have no authority over trespassers and have refused to do anything
about the danger. I
have tried to talk to the riders to warn them about their behavior,
but whenever I
approach them, they speed off into the woods in the direction of
the adjacent trailer park.
As this problem continues to get worse, I fear that someone will
ride into a spinning
propeller resulting [in] a damaged airplane and probably a dead
child.
Synopsis
A general aviation pilot reported several encounters with vehicles
operating near aircraft at
Pearland Regional Airport, a privately owned airport. The pilot is
concerned for the safety
of all persons involved but has been unable to gain the assistance
of airport management.
ACN: 1323786 (11 of 50)
Time / Day
Date : 201601
Place
Operating Under FAR Part : Part 121
Flight Plan : IFR
Reporter Organization : Air Carrier
Function.Flight Crew : First Officer
Function.Flight Crew : Pilot Flying
ASRS Report Number.Accession Number : 1323786
Human Factors : Troubleshooting
Human Factors : Workload
Human Factors : Distraction
Reporter Organization : Air Carrier
Qualification.Flight Crew : Air Transport Pilot (ATP)
ASRS Report Number.Accession Number : 1323781
Human Factors : Time Pressure
Detector.Automation : Aircraft Other Automation
Result.Flight Crew : Landed in Emergency Condition
Result.Flight Crew : Returned To Departure Airport
Result.Flight Crew : Took Evasive Action
Result.Aircraft : Aircraft Damaged
Primary Problem : Environment - Non Weather Related
Narrative: 1
After takeoff, a flock of birds was encountered at approximately
1,000 feet-1,100 feet
AGL. The conditions were dark VFR. I First Officer (FO) was the
Pilot Flying. Concurrently
with the 1,000 feet call, I noticed a flock of white birds at the
12 o'clock position. There
was no way to avoid the flock and we flew through it at
approximately 170 knots with
flaps 1 in takeoff power. The set speed call had already been made
at this time and we
were beginning to accelerate to the up bug speed. The left engine
began surging and we
reduced the power on the engine and it showed normal indications. I
continued to fly the
aircraft and the Captain made the call to ATC to let them know our
situation with the
intent to return to the airport. I flew a left downwind at 3,000
feet MSL while the Captain
talked to the Cabin Crew and the Passengers.
We then began to run the appropriate checklists from the QRH. We
flew an uneventful
visual approach backed up. The landing was made at approximately
124,000 pounds.
Airport Fire/Rescue was standing by as we landed, but we did not
need their services. All
aircraft systems performed normally during the approach, landing,
and taxi phases except
for the reduced thrust from the left engine. When we returned to
the gate I performed a
walkaround and noted damaged fan blades on the left engine and
noted some bird
remains (blood/feathers) inside, outside, and on the lip of the
right engine.
, and on the lip of the right engine.
Narrative: 2
Synopsis
At about 1,000 feet after departure, a B737-700 encountered a bird
flock which caused left
engine surging. The aircraft returned to the departure airport
where severe left engine
damage was discovered as well as bird remains in the functioning
right engine.
ACN: 1323454 (12 of 50)
Time / Day
Date : 201601
Place
Operating Under FAR Part : Part 121
Flight Plan : IFR
Reporter Organization : Air Carrier
Qualification.Flight Crew : Air Transport Pilot (ATP)
Experience.Flight Crew.Total : 7000
Experience.Flight Crew.Type : 3500
Person : 2
Reference : 2
Reporter Organization : Air Carrier
Function.Flight Crew : First Officer
Function.Flight Crew : Pilot Flying
Experience.Flight Crew.Total : 6000
Experience.Flight Crew.Type : 850
Human Factors : Situational Awareness
Human Factors : Time Pressure
Detector.Person : Flight Crew
When Detected : In-flight
Result.General : Maintenance Action
Result.Flight Crew : Landed As Precaution
Result.Aircraft : Aircraft Damaged
Primary Problem : Environment - Non Weather Related
Narrative: 1
Encountered a seagull strike in left engine. Vibration noticed
immediately after 120kts with
buzzing sound from engine. Takeoff continued as no other abnormal
engine indications.
Capt stated "continue" at 140 kts. Rotated 145 kts. Normal climb
out but noticeable
vibration and noise. After 2000 feet checked engine ECAM and #1 N1
vibration showed
9.1. All other engine indications normal. FO stated he saw a bird
on left side and believed
we hit it. Captain did not see bird. Leveled off at 5000 feet and
vibrations subsided with
power reduction. Crew agreed a return to land was prudent. Notified
ATC, FAs, and
passengers. Arrival uneventful. Landing flawless by FO. MX
inspection revealed damage to
several fan blades but no apparent core damage. Feather samples
taken. Crew re-
assigned for next day duty.
Narrative: 2
On takeoff from ZZZZ, I noticed a single light tan bird gliding
over the runway in front of
the aircraft moving from right to left as we accelerated through
approximately 90 kts.
Shortly afterward, a loud buzzing began from the left engine. At
this point we were already
past 100 kts. At approximately 120 kts, the Captain verbalized
"Continue." All indications
on the engine were normal and I executed a normal T/O. We cleaned
up the aircraft and
the Captain worked to identify what had happened. Vibration on the
#1 Engine was high
and flashing green. At a level off, as the power decreased the
vibration stopped flashing
and the noise from the #1 engine decreased. As climb power was
restored, the noise level
increased and the vibration indication began to flash again.
Captain coordinated with ATC
to level off and return to ZZZZ. Power setting on the engines
remained below climb power
for the remainder of the flight and vibration did not flash again.
Other engine indications
were normal, we received no ECAMs and the plane flew w/o
difficulty. We concluded a
normal approach and landing. After shutdown, Mx identified major
damage to the blades
in the #1 engine.
Synopsis
A320 flight crew reported encountering a bird strike at high speed
during the takeoff roll.
The takeoff was continued, however a significant vibration in one
engine was noted. They
reduced power on the affected engine and safely returned to the
departure airport, where
major damage to the engine was discovered.
ACN: 1320700 (13 of 50)
Time / Day
Date : 201512
Place
Operating Under FAR Part : Part 121
Flight Plan : IFR
Reporter Organization : Air Carrier
Function.Flight Crew : First Officer
Experience.Flight Crew.Last 90 Days : 167
ASRS Report Number.Accession Number : 1320700
Person : 2
Reference : 2
Reporter Organization : Air Carrier
Experience.Flight Crew.Last 90 Days : 160
ASRS Report Number.Accession Number : 1320716
Events
Detector.Person : Flight Crew
When Detected : In-flight
Result.Aircraft : Aircraft Damaged
Primary Problem : Ambiguous
Narrative: 1
On departure we experienced a sudden failure of the number two
engine with severe
damage. We were climbing through 15,000 feet when, without warning,
we experienced a
violent shudder and loud noise from the right side of the aircraft.
We quickly determined
the number two engine had seized by the engine indications, no fire
warnings. We ran the
QRH for severe damage, [informed] ATC and received vectors back. We
then ran the QRH
for severe damage while briefing the flight attendants, passengers
and notifying
Operations. We made an uneventful landing and taxied to our gate.
Upon postflight
inspection, we did notice some white feathers well inside the
engine and suspect it may
have been a large bird or two that caused the sudden seizure.
Narrative: 2
Climbing out of 15,000 feet a very loud noise along with yawing of
aircraft occurred. Upon
reviewing the engine instruments, it was apparent the number two
engine had failed.
There was fairly significant vibration associated with the failed
engine that ceased as the
engine wound down. We immediately asked to level at 15,000 feet,
and informed ATC of
our desire to return. Once we secured the engine, we asked for
vectors back. We
continued the checklist and once we got to the point in the
checklist that allowed me to
talk to the flight attendants, I called back to ensure everything
was okay in the back. I
informed the flight attendants what had occurred and the plan to
return. I then let the
passengers know. After informing Operations that we were returning,
we started the
approach. The approach and landing were uneventful. We had Fire and
Rescue standing by
and they followed us back to the gate. Once parked at gate, I
called Dispatch and asked
for a patch to Maintenance Control to inform them both of what had
occurred. I then got in
touch with Chief Pilot on call.
Fire and Rescue informed us that there was possible evidence of
bird feathers in the
engine.
Synopsis
B737 flight crew experienced a sudden engine failure climbing
through 15,000 feet and
returned to the departure airport. Post flight inspection revealed
possible bird feathers in
the engine.
Time / Day
Date : 201512
Place
Operating Under FAR Part : Part 121
Flight Plan : IFR
Events
Detector.Person : Flight Crew
When Detected : In-flight
Result.General : Maintenance Action
Result.Aircraft : Aircraft Damaged
Primary Problem : Environment - Non Weather Related
Narrative: 1
Shortly after the flight took off, I received a call from the crew
stating they had heard a
thud and perhaps it was a bird strike. Maintenance control was
brought into the
conversation and it was determined there were no abnormalities with
the aircraft and it
was safe to continue on. Since it was a possible bird strike, an
inspection was set up to be
done on arrival. Approximately four hours later, our airline
operations manager received a
call from airport operations duty manager stating that some debris
had been found on the
end of the takeoff runway, and they suspected it could have come
from our flight (due to
timing and report of possible bird strike). I was advised and
called the manager to get
more information. After hearing that there were multiple pieces of
aluminum found, I
requested some pictures of the debris and asked to set up a call
with our maintenance
manager. In the mean time I advised the crew of the debris found.
After speaking with the
crew, even though there were no abnormalities and we did not know
if the debris came
from our aircraft, the crew wanted fire trucks to be available as
precaution only. After
receiving the photos and speaking to the manager, our maintenance
people said it was
highly unlikely that the debris had come from our aircraft. I then
advised and in turn
advised the crew. By that time the flight was in the process of
landing. No emergency was
declared and the landing was uneventful. However upon inspection,
the number 2
outboard engine acoustic liner section was missing. I was told the
liner could have come
out due to metal "fatigue."
Synopsis
A319 Dispatcher was informed of a possible bird strike during
takeoff by one of his flights
with no apparent ill effects. Airport personnel discovered aluminum
debris at the end of
the departure runway. The crew was informed and elected to
continue. Post flight revealed
missing pieces of acoustic liner on the number two engine.
ACN: 1312671 (15 of 50)
Time / Day
Date : 201511
Place
Aircraft Operator : Air Carrier
Make Model Name : Medium Large Transport, Low Wing, 2 Turbojet
Eng
Operating Under FAR Part : Part 121
Flight Plan : IFR
Reporter Organization : Air Carrier
Function.Flight Crew : First Officer
Function.Flight Crew : Pilot Flying
Experience.Flight Crew.Total : 17000
Experience.Flight Crew.Type : 4000
Human Factors : Other / Unknown
Reporter Organization : Air Carrier
Qualification.Flight Crew : Air Transport Pilot (ATP)
Experience.Flight Crew.Total : 20000
Experience.Flight Crew.Type : 9000
Human Factors : Other / Unknown
Detector.Person : Flight Crew
When Detected : In-flight
Result.Flight Crew : Returned To Departure Airport
Result.Flight Crew : Landed in Emergency Condition
Assessments
Primary Problem : Environment - Non Weather Related
Narrative: 1
Climbing out at approximately 4,000 feet we experienced multiple
bird strikes. We
[notified ATC] and started a return to [departure airport]. The
number 2 engine had
extremely high vibration and was compressor stalling. The engine
stall checklist was
accomplished. The remainder of the flight was accomplished with the
#2 engine at idle in
order to prevent further compressor stalls. Dispatch was contacted
and landing data
requested for a north landing. The Captain advised the flight
attendants and passengers of
the situation. We requested and flew a visual approach to runway
34R where we rolled to
the end, exited and secured the right engine. We requested airport
fire and rescue
examine the aircraft before proceeding to the gate to deplane
normally.
Narrative: 2
Synopsis
After departing, the crew experienced multiple bird strikes which
resulted in high vibration
and compressor stalls in the number two engine. They accomplished
the checklist and
were able to operate the engine at idle while returning to land at
departure airport.
ACN: 1311855 (16 of 50)
Time / Day
Date : 201511
Place
Crew Size.Number Of Crew : 2
Operating Under FAR Part : Part 121
Flight Plan : IFR
Flight Phase : Climb
Airspace.Class E : ZZZ
Reporter Organization : Air Carrier
Experience.Flight Crew.Last 90 Days : 116
ASRS Report Number.Accession Number : 1311855
Person : 2
Reference : 2
Reporter Organization : Air Carrier
Function.Flight Crew : First Officer
Experience.Flight Crew.Last 90 Days : 214
Experience.Flight Crew.Type : 4000
Events
Detector.Person : Flight Crew
When Detected : In-flight
Result.Aircraft : Aircraft Damaged
Primary Problem : Environment - Non Weather Related
Narrative: 1
After takeoff climbing through approximately 2000 feet AGL, flew
through flock of large
birds, type unknown, and experienced multiple impacts. Immediately
had indications of
engine damage with RT ENG vibration meter over 5.0 and smell of
burning feathers/flesh.
Retarded RT ENG thrust lever to idle and indications returned to
normal. [Advised ATC],
turned to downwind, and leveled off at 8000 feet MSL, approximately
200 feet below
overcast.
Started with Excessive Vibration Checklist, but then switched to
Engine Severe Damage
Checklist. Due to fact that RT ENG indications had stabilized and
that multiple impacts had
been detected, elected to continue to operate RT ENG in case LF ENG
developed problems
as flight continued. Then executed One Engine Inoperative
Checklist, coordinated with ATC
for return to runway, coordinated with Company Ops, briefed Flight
Attendants and
Passengers, and briefed approach as flew to 15-mile downwind and
turned base to return
to field.
Made uneventful landing, had CFR [Crash Fire Rescue] check out
aircraft, and taxied to
gate. Elected to continue to operate RT ENG due to normal
indications and less than good
braking conditions. On post-flight extensive damage to RT ENG noted
as well as spray of
blood and feathers throughout inlet.
This would be a great discussion item to use for sim briefs, a
dynamic time-sensitive
problem with unknown possible complications.
Narrative: 2
Shortly after takeoff the aircraft impacted a flock of multiple
birds. The aircraft was
climbing through 8000 feet at the time of impact. The bird strike
resulted in the vibration
meter for the right engine to be pegged at 5.0. Shortly thereafter,
we experience a
burning smell. No other abnormal indications were noted from inside
the flightdeck.
We immediately [advised ATC], descended back to 8000 feet to remain
in VMC conditions,
and turned left to enter a left downwind. We initially started the
Engine High Vibration
QRH, then changed it to the Engine Severe Damage QRH. At this
point, the right engine
was at idle, there was no vibration noted, and the burning smell
had disappeared. Because
the Pilot Flying had visually seen the large flock of birds, we
decided not to shut down the
engine for fear that we may have had damage to the left engine as
well. We both felt
comfortable keeping the right engine at idle since it seemed to be
operating normally.
We decided to return to the field expeditiously, briefed the
approach and completed the
Single Engine Approach QRH. The aircraft landed and came to a
complete stop. We had
personnel inspect the aircraft. They did not see any damage and we
taxied the aircraft to
the gate. We continued to leave the Number 2 engine running due to
the icy conditions on
taxiways and ramp.
Synopsis
B737 flight crew reported returning to departure airport after a
bird flock encounter in
initial climb caused extensive damage to the right engine.
ACN: 1311578 (17 of 50)
Time / Day
Date : 201511
Place
Crew Size.Number Of Crew : 2
Operating Under FAR Part : Part 121
Flight Plan : IFR
Reporter Organization : Air Carrier
ASRS Report Number.Accession Number : 1311578
Human Factors : Communication Breakdown
Human Factors : Situational Awareness
Communication Breakdown.Party1 : Flight Crew
Communication Breakdown.Party2 : Ground Personnel
Anomaly.Ground Event / Encounter : Person / Animal / Bird
Detector.Person : Flight Crew
When Detected : Taxi
Result.Flight Crew : Became Reoriented
Contributing Factors / Situations : Human Factors
Primary Problem : Human Factors
Narrative: 1
After we started engines we did a Taxi Check. We talked with the
deice truck to see where
they wanted us to park for deice. It was still dark and there was
frost on the wings. I gave
the ramp agent the thumbs up that we were ready to taxi. Ramp agent
gave me the
chocks out signal which I had forgotten to give so I returned the
chocks out signal to
them. The agent then started backing up away from the aircraft with
their arms held out in
front of them. I released the brake and started to roll forward for
the taxi. I then saw a
[ramp agent] run in front of the plane with the chocks in their
hands. I did not know that
ramp agent was down there and had gotten stuck on the opposite side
of the plane
(Taxiway side) after pulling the chocks. I put the brakes on until
ramp agent cleared. After
that we taxied to the deice location, where the ramp agent
(guessing ramp manager) let
me know that I just about ran over the [ramp agent] doing chocks. I
told them that I had
seen [the ramp agent] and that it scared me too. I also told them
that I thought the agent
was giving me a taxi forward signal.
Slow down. Think about the people around the aircraft. It would
help to have the wands
held in the x position so that there is a definite stop signal.
However the way their wands
were held is also a hold position signal. I do find that that same
signal is also used as a
line up here signal by many ramp agents and so I misinterpreted it
as them wanting me to
go that way. I also think it would help to have the chocks turned
so that the ramp agent
removing them would be on the terminal side of the aircraft giving
the agent an out in that
situation.
Synopsis
CRJ-200 Captain reported narrowly missing a ramp employee when taxi
was begun before
the signal was given.
Time / Day
Date : 201511
Place
Operating Under FAR Part : Part 91
Flight Plan : None
Reporter Organization : Personal
Function.Flight Crew : Instructor
Qualification.Flight Crew : Instrument
Qualification.Flight Crew : Commercial
Experience.Flight Crew.Type : 3
Events
Detector.Person : Flight Crew
When Detected : In-flight
Result.Aircraft : Aircraft Damaged
Primary Problem : Ambiguous
Narrative: 1
While providing night instruction to a student working toward a
private pilot certificate, our
aircraft struck a buck deer on the runway. The deer ran head first
into the propeller while
we were on the takeoff roll approximately 1500 feet down the
runway. One contributing
factor to the incident may have been that the runway lights were
not on at the time of the
strike. My student just commenced an approach and landing with a
simulated failure of the
onboard radio leaving him unable to activate the runway lights. Our
source of illumination
for the runway landing area was the landing light of the aircraft.
If the runway lighting
system had been turned on it is possible we may have been able to
see the animal sooner
and avoid the strike.
Synopsis
PA28 Instructor with a student reported striking a deer well into
the takeoff roll. The
runway lights were not on at the time and the landing light
revealed the deer too late to
take evasive action.
Time / Day
Date : 201510
Flight Phase : Takeoff
Reporter Organization : Air Carrier
Function.Flight Crew : First Officer
Person : 2
Reference : 2
Reporter Organization : Air Carrier
Function.Flight Crew : Pilot Flying
Events
Anomaly.Inflight Event / Encounter : Bird / Animal
Detector.Person : Flight Crew
Result.General : Maintenance Action
Result.Aircraft : Aircraft Damaged
Primary Problem : Environment - Non Weather Related
Narrative: 1
We began the takeoff roll [and] after Captain called "set takeoff
thrust", I made a small
adjustment and called "thrust set". There was a sort of thud sound
as I called "80 knots".
The Captain rejected the takeoff almost immediately after the
callout, and the smell of
something burning filled the aircraft. I told ATC that we were
rejecting and we came to a
stop on the runway. Querying the Tower, he said he saw no smoke.
The engine indications
were normal at idle. We pulled off and asked him to roll the trucks
to see if we might have
anything else that warranted immediate attention. Afterward we
taxied to the gate and
performed an inspection of the left engine. At least three blades
of the fan were damaged.
We contacted Maintenance and eventually swapped aircraft.
Narrative: 2
On takeoff, we ingested a large bird into the Number 1 engine at
approximately 75 to 80
knots. Immediately heard a change in the sound of the engine and
felt a vibration. Also,
the cockpit and cabin were filled with the smell of the bird. I
elected to reject the takeoff.
We cleared the runway and asked the Tower to have emergency
equipment verify that
there was no smoke from the engine or tires. We checked brake
cooling. No smoke
reported so we taxied to the gate. The aircraft was removed from
service by Company
Maintenance.
Synopsis
B737 flight crew reported ingesting a large bird at 75 knots on the
takeoff roll and
rejecting. Upon examination by Maintenance, the left engine was
found to have at least
three damaged fan blades and the aircraft was taken out of
service.
ACN: 1305972 (20 of 50)
Time / Day
Date : 201510
Place
Crew Size.Number Of Crew : 2
Operating Under FAR Part : Part 121
Flight Plan : IFR
Reporter Organization : Air Carrier
Qualification.Flight Crew : Air Transport Pilot (ATP)
Experience.Flight Crew.Last 90 Days : 200
ASRS Report Number.Accession Number : 1305972
Human Factors : Workload
Human Factors : Distraction
Reporter Organization : Air Carrier
Function.Flight Crew : First Officer
Function.Flight Crew : Pilot Flying
Experience.Flight Crew.Last 90 Days : 149
ASRS Report Number.Accession Number : 1306893
Human Factors : Workload
Human Factors : Distraction
Anomaly.Deviation - Procedural : Published Material / Policy
Anomaly.Ground Event / Encounter : Person / Animal / Bird
Detector.Person : Flight Crew
When Detected : In-flight
Result.General : Maintenance Action
Result.Flight Crew : Rejected Takeoff
Primary Problem : Environment - Non Weather Related
Narrative: 1
On takeoff roll at about the time I (PM) would call 80 knots, I
noticed a large bird sitting
on the runway. The bird appeared to be a very large hawk. The bird
instead of flying away
from us turned and flew right into the number two engine. There was
a loud pop and the
aircraft simultaneously veered slightly to the right. I glanced at
the airspeed indicator and
initiated a reject. We came to a very quick stop as the anti-skid
cycled the brakes. The FO
now PM, instructed the crew and passengers to remain seated as I
informed the Tower of
our situation. We taxied clear at the next intersection, which had
to be Foxtrot as it put us
on Yankee right in front of the high number gates. I shut number
two down on Yankee as
the odor in the cabin quickly became evident.
We discussed our situation again and agreed to check the
[performance computer] for
brake temperature restrictions. We became distracted by Ground
Control communications
and company radio as we were instructed to return to the gate. We
didn't look at the
[performance computer] until we were at the gate. I remembered
seeing the airspeed
indicator passing through 100 knots as I pulled the thrust levers
back so I had him check
120, 110, and 100 knots in the [performance computer]. 120 would
have had us not
return to the gate, 110 knots indicated 60 minutes at the gate, and
100 knots indicated no
restriction. I am not sure why we missed checking the [performance
computer] earlier as
it was one of the first things that I thought of as we came to a
stop.
Narrative: 2
After aligning the aircraft for takeoff, the Captain passed the
controls to me and I
continued the takeoff roll. As we were accelerating, we both
noticed a large (hawk-sized)
bird perched on the runway slightly right of centerline. The
Captain and I exchanged a few
words about the presence of the bird as the bird took flight and
passed down our right
side. We then felt an abrupt momentary yaw to the right. Later, the
Captain and a ramp
worker reported hearing a loud compressor stall type noise. I do
not remember a noise
which may be due to my noise cancelling headset. I was about to
recommend rejecting
the takeoff when the Caption initiated the RTO.
The aircraft decelerated using the automatic RTO system. The
deceleration was much
more benign than I expected. I notified the Tower that we had
rejected the takeoff. The
Captain asked me to tell the passengers to remain seated. We taxied
clear of the runway.
We noticed a strong smell of burned bird in the cockpit. We
performed a quick scan of the
engine instruments noting no abnormalities. We then shut down the
Number 2 engine and
taxied to the gate. At the gate, we realized we did not check the
brake cooling in the
[performance computer]. We estimated the rejection speed to be 100
KIAS. Fortunately,
no brake cooling was required. Visual inspection of the Number 2
engine revealed several
damaged fan blades and feathers.
Synopsis
A B737 flight crew reported a bird strike during the takeoff roll,
damaging one of the
engines. The takeoff was safely aborted and the aircraft returned
to the gate for
maintenance action.
Time / Day
Date : 201510
Place
Crew Size.Number Of Crew : 2
Operating Under FAR Part : Part 121
Flight Plan : IFR
Nav In Use.Localizer/Glideslope/ILS : Runway 04R
Flight Phase : Initial Approach
Route In Use.STAR : LENDY6
Reporter Organization : Air Carrier
ASRS Report Number.Accession Number : 1304806
Human Factors : Distraction
Detector.Person : Flight Crew
When Detected : In-flight
Result.General : Maintenance Action
Result.Aircraft : Aircraft Damaged
Narrative: 1
On the LENDY Arrival from LGA [VOR], east of JFK, to [the] south of
JFK, to a westbound
heading to the Jersey shore descending to 3,000 feet. I flew up the
Jersey shoreline at
3,000 feet to an intercept heading to ILS 4R at JFK at 25-30 miles
from JFK. I was
descended to 2,000 feet on base to final at approximately 25 miles
out. At 2,000 feet,
flaps 2, 160 knots, on localizer, prior to GS intercept and
approximately 10 to 8 miles from
the runway, we struck the first bird on the Captain's L1 window
near the center post. A
quick check of the engines indicated no abnormal condition. Within
one minute we struck
the second bird at 2,000 feet with a loud bang from the front of
the aircraft, but could not
see the strike. The engines, again checked normal. We notified the
JFK control tower to
warn the aircraft behind us. I continued the approach for an
uneventful flaps 3 landing at
JFK on 4R. I called JFK tower on the phone after gate arrival to
relay there was no
apparent damage to the aircraft, but we had two bird strikes. One
on the Captain's L1
window and one on the radome at the 1 to 2 o'clock position, under
the R1 window. JFK
tower told me 5 aircraft after me were involved in bird strikes on
the same ILS 4R
approach. I recommended that the tower ask approach to bring
aircraft in at 3,000 feet to
glide slope intercept in an attempt to miss the flock(s) of birds
on runway 4R at the lower
2,000 feet. JFK was landing both 4L and 4R. JFK [Company Ops]
inspected the aircraft.
Synopsis
An Airbus flight crew reported a double bird strike while
conducting a night approach.
There was no apparent damage to either engine or the airframe and
an uneventful landing
was accomplished.
Time / Day
Date : 201510
Place
Operating Under FAR Part : Part 121
Flight Plan : IFR
Mission : Personal
Reporter Organization : Air Carrier
Function.Flight Crew : Other / Unknown
ASRS Report Number.Accession Number : 1300748
Human Factors : Distraction
Human Factors : Workload
Detector.Person : Flight Crew
When Detected : In-flight
Assessments
Contributing Factors / Situations : Human Factors
Contributing Factors / Situations : Procedure
Primary Problem : Human Factors
Narrative: 1
I did not call the tower before landing. I was distracted by
approach telling us to be on the
lookout for a [UAV] on final, and seeing three big birds above us
on final just miss us.
Synopsis
Flight crew failed to call Tower and landed without a clearance due
to a distraction of
Approach Controller advising them about possible UAV traffic and
birds on final.
ACN: 1299456 (23 of 50)
Time / Day
Date : 201510
Place
Operating Under FAR Part : Part 121
Flight Plan : IFR
Flight Phase : Taxi
Reporter Organization : Air Carrier
Experience.Flight Crew.Type : 8000
Human Factors : Communication Breakdown
Human Factors : Situational Awareness
Communication Breakdown.Party1 : Flight Attendant
Communication Breakdown.Party2 : Ground Personnel
Anomaly.Ground Event / Encounter : Person / Animal / Bird
Detector.Person : Flight Crew
When Detected : Taxi
Assessments
Primary Problem : Human Factors
Narrative: 1
Obvious lack of training on pushback could have caused serious
injury or worse. Left both
Captain and First Officer (FO) shaken after event.
1. Pushback crew not at aircraft at time of push although buttoned
up and ready to go.
Possibly at aircraft but confused as to how interphone to cockpit
worked.
2. Obvious confusion with push back crew on equipment operation on
disconnect of tug.
3. Lack of proper phraseology on communication with push
crew.
4. After salute and release, tug crew visibly back in gate area for
approximately 5 min or
more, after start checklist completed, ATC taxi clearance
requested, taxi clearance given,
and Captain beginning to taxi, the VIGILANT FO noticed a member of
the push crew
between nose of right side of aircraft and running engine walking
back to the terminal.
5. Captain immediately stopped aircraft, called station operations
to explain the dangerous
situation. Operations explained it was the individual's first day
on the job. I explained this
is how people get killed.
6. Once in flight FO called operations to reiterate our concerns
and we were told they
would conduct a safety investigation.
Synopsis
An A320 flight crew reported ground personnel's failure to observe
SOP's during pushback
and taxi out which almost resulted in serious injury.
ACN: 1299290 (24 of 50)
Time / Day
Date : 201510
Place
Operating Under FAR Part : Part 121
Flight Plan : IFR
Mission : Cargo / Freight
Airspace.Class B : ZZZ
Reporter Organization : Air Carrier
ASRS Report Number.Accession Number : 1299290
Events
Detector.Person : Flight Crew
When Detected : In-flight
Result.Aircraft : Aircraft Damaged
Primary Problem : Environment - Non Weather Related
Narrative: 1
Bird strike at approximately 300-400 AGL during a visual approach.
Heard impact close to
cockpit. No noted changes to engine nor flight performance. Close
to ground with
clearance to land, we decided to continue to landing with First
Officer (FO) flying. Excellent
approach to landing on centerline. No degradation of flight
controls nor degradation of
braking on rollout. Master caution appeared as we exited the runway
on high speed
taxiway. Noted HYD3 fail alert. Continued with after landing
checklist and contacted
ground control. Clearance to hold short of another runway. We
complied with taxi
instructions as the FO read the QRH for the Hyd3 fail. FO covered
the consequences and
contacted ramp control to forward our issue along and pass call to
maintenance. Captain
performed a basic taxi control check and conferred with FO
regarding the need for a tow in
to the gate due to perceived lack of control in tight right turns
as per limitations in QRH.
Captain felt able to make the turn on to taxiway after crossing the
runway to get as close
to the gate as possible. While attempting right turn onto the
taxiway, and with the help of
information from the following aircraft, the decision was made by
the crew to stop the turn
and shutdown until maintenance could tow the aircraft. Maintenance
and airfield ops came
to the aircraft to commence the tow into a closer gate, and found
that a large Hawk had
impacted the front of the nose gear shearing the hydraulic line and
emptying the number
3 hydraulic system.
Synopsis
On short final, an MD-11 was impacted by a bird, which sheared a
hydraulic line in the
nose gear assembly. This resulted in a loss of the Number 3
Hydraulic System and ability
to taxi. The crew requested and received a tow to parking.
ACN: 1295872 (25 of 50)
Time / Day
Date : 201509
Place
ATC / Advisory.CTAF : S43
Aircraft Operator : Personal
Make Model Name : Small Aircraft, Low Wing, 1 Eng, Fixed Gear
Crew Size.Number Of Crew : 1
Operating Under FAR Part : Part 91
Flight Plan : None
Operating Under FAR Part : Part 91
Flight Plan : None
Reporter Organization : Personal
Experience.Flight Crew.Type : 2703
Human Factors : Workload
Detector.Person : Flight Crew
Miss Distance.Horizontal : 75
Miss Distance.Vertical : 0
When Detected : In-flight
Assessments
Contributing Factors / Situations : Procedure
Narrative: 1
S43 is a privately-owned public-access airport, with a flight
school with fixed wing and
rotary wing aircraft, and a sky diving operation. Advanced and
tandem sky divers land in a
designated LZ on the airport, near the north end of the airport,
just east of the runway.
Sky divers stay east of the runway. (Less experienced sky divers
land about a mile east of
the airport.)
The sky was clear, visibility greater than 10 miles, with a light
wind from the north. While
doing my preflight and preparing for takeoff, I intermittently saw
sky divers landing in the
LZ. They were all approaching the LZ form the east, over a taxiway,
assuring that there
would be no conflicts with aircraft using the runway. I also
noticed a helicopter working
the traffic pattern. I recognized the helicopter.
Runway 33 is clearly marked with a large sign advising pilots to
turn to a heading of 290
degrees as soon as practical for noise abatement. As I started my
takeoff roll on runway
33, I saw several sky divers descending, all east of the runway. As
I climbed through
about 200-300 feet AGL, I saw a skydiver swing wide to the west
side of the drop zone,
right over the right edge of the runway, right in front of me. I
estimated the sky diver to
be about 100 feet above me, descending quickly. Although the sky
diver turned back to
my right, away from the runway, I immediately started my left turn
to 290 degrees, to
assure that I missed the sky diver. My attention was focused on the
sky diver, to be sure
that they kept moving away from me. About 20 degrees into the turn
I took a quick look
to my left, in the direction of my turn. I was surprised to see the
training helicopter about
70-80 feet away, at my altitude, converging. The helicopter
appeared to be in level flight,
flying parallel to the runway, in my same direction, at my
altitude. I can't think of any
logical reason for it to have been there. Had I continued the turn
to 290, a midair would
have been likely. I immediately turned back to my right, toward the
runway. Fortunately,
the sky diver was now clear of my flight path.
I continued on my flight without further incident.
Synopsis
A pilot departed S43 Runway 33. At 200 feet the pilot turned left
to avoid a parachutist
which resulted in a NMAC with a helicopter in the landing
pattern.
ACN: 1295375 (26 of 50)
Time / Day
Date : 201509
Place
Crew Size.Number Of Crew : 2
Operating Under FAR Part : Part 135
Flight Plan : IFR
Reporter Organization : Air Taxi
Function.Flight Crew : First Officer
Qualification.Flight Crew : Commercial
Qualification.Flight Crew : Multiengine
Qualification.Flight Crew : Instrument
Experience.Flight Crew.Total : 901.8
Experience.Flight Crew.Type : 869.3
Human Factors : Distraction
Anomaly.Ground Event / Encounter : Person / Animal / Bird
Detector.Person : Flight Crew
Contributing Factors / Situations : Procedure
Narrative: 1
We were on the takeoff roll from runway 04 at PHMU. At or just
before rotation speed of
70 knots, I saw something small and black go straight over the
aircraft. I thought we had
just barely missed whatever it was. The captain I was flying with
said it was a bird and it
had gone through the pr