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ASRS Database Report Set

Bird or Animal Strike Reports

Report Set Description ........................................ A sampling of reports referencing a bird or animal strike incident.

Update Number ...................................................24.0

Date of Update.....................................................February 28, 2017

Number of Records in Report Set ....................... 50

Number of New Records in Report Set ...............22

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

MEMORANDUM FOR: Recipients of Aviation Safety Reporting System Data

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: 1407062 (1 of 50)

Synopsis While taxiing for takeoff, one wing of a light twin struck a ground worker who was

apparently cutting weeds around a taxi light. The pilot stopped and shutdown the aircraft

to check on the individual. The individual was face down, but recovered to stand erect, and

he knew his name and the date. An ambulance was summoned for the injured worker.

ACN: 1404878 (2 of 50)

Synopsis B737 flight crew reported a bird strike with about 20 pigeons while on short final to BUR.

ACN: 1404256 (3 of 50)

Synopsis A320 First Officer reported a return to the departure airport after sustaining damage to the

#1 engine and #2 pack inlet door.

ACN: 1403252 (4 of 50)

Synopsis B737-800 flight crew reported returning to departure airport after experiencing multiple

bird strikes on departure. After landing "significant damage" was found to the right engine

cowl and fan blades.

ACN: 1401353 (5 of 50)

Synopsis Air carrier flight crew reported returning to departure airport due to a bird strike shortly

after takeoff that resulted in failure of the left engine.

ACN: 1400331 (6 of 50)

Synopsis B737-800 First Officer reported returning to departure airport after experiencing increased

vibration associated with ingesting a large bird into #1 engine.

ACN: 1399956 (7 of 50)

Synopsis A321 Captain reported returning to the departure airport after experiencing a bird strike

on initial climb.

ACN: 1394633 (8 of 50)

Synopsis B737 flight crew reported a bird strike below 1,000 feet on departure which caused a

momentary compressor stall before resuming normal operation. Flight returns to the

departure airport for an overweight landing.

ACN: 1394074 (9 of 50)

Synopsis B737-800 First Officer reported while at V1 speed encountered a bird strike so they

aborted the takeoff.

ACN: 1393901 (10 of 50)

Synopsis ERJ-170 Captain noted a dog had been loaded in the aft cargo bin. Because the animal

would freeze in that pit during flight, he had ramp personnel move the dog to the forward

cargo pit and alerted the ramp personnel that animals must always be put in the forward

hold.

ACN: 1389168 (11 of 50)

Synopsis B757-200 Captain reported receiving a TE FLAP DISAGREE message on approach. On the

ground, evidence of a bird strike on the flaps was noted.

ACN: 1389136 (12 of 50)

Synopsis B737 Captain reported a bird strike that damaged the #1 engine while on approach in IMC

.

ACN: 1388837 (13 of 50)

Synopsis B737 First Officer reported the #1 engine and some leading edge devices were damaged

from a bird strike on approach.

ACN: 1385369 (14 of 50)

Synopsis PA-28 pilot reported his wing was damaged as a result of an inflight goose strike.

ACN: 1379132 (15 of 50)

Synopsis

CE-560 pilot reported returning to the departure airport after shutting down the left engine

because of low oil pressure following a bird strike shortly after takeoff.

ACN: 1375987 (16 of 50)

Synopsis CRJ200 First Officer reported a bird strike on takeoff on the Captain's windscreen. The

Captain did not call positive rate and the First Officer did not call gear up. The gear was

discovered to still be down at 15000 feet and was then retracted.

ACN: 1367176 (17 of 50)

Synopsis B757 flight crew reported rejecting the takeoff after experiencing a bird strike at

approximately 100 kts.

ACN: 1367101 (18 of 50)

Synopsis Tulsa Radar Controller reported of an unsafe situation when he turned an aircraft too soon

and did not avoid a parachute operation. Pilot reported after landing that it was, "the

closest he has come to parachute jumping."

ACN: 1366578 (19 of 50)

Synopsis Air carrier flight crew reported a breakdown in communications with the ground pushback

crew during the disconnect phase.

ACN: 1365638 (20 of 50)

Synopsis Air taxi flight crew reported a bird strike while taking off from MAZ. They indicated that the

bird hazard at this airport is significant and needs to be mitigated.

ACN: 1364014 (21 of 50)

Synopsis PC-12 pilot reported they returned to departure airport following false stall warnings

shortly after takeoff that may have been related to a bird strike on an AOA vane.

ACN: 1354441 (22 of 50)

Synopsis Air carrier operation during climb experienced a major bird strike resulting in obscuration

of Captain's windshield. First Officer flew remainder of flight back to airport of origin.

ACN: 1347367 (23 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 (24 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 (25 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 (26 of 50)

Synopsis Small aircraft pilot reported the aircraft wing tip struck a lawn service worker during taxi.

ACN: 1337999 (27 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 (28 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 (29 of 50)

Synopsis B737 flight crew reported rejecting the takeoff after experiencing a bird strike just below

V1.

ACN: 1327278 (30 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 (31 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.

ACN: 1324738 (32 of 50)

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 (33 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 (34 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 (35 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 (36 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 (37 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 (38 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 (39 of 50)

Synopsis CRJ-200 Captain reported narrowly missing a ramp employee when taxi was begun before

the signal was given.

ACN: 1309261 (40 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 (41 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 (42 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.

ACN: 1304806 (43 of 50)

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 (44 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 (45 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 (46 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 (47 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 (48 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 (49 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 (50 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.

Report Narratives

ACN: 1407062 (1 of 50)

Time / Day

Date : 201612

Local Time Of Day : 1801-2400

Place

Locale Reference.Airport : ZZZ.Airport

State Reference : US

Altitude.AGL.Single Value : 0

Environment

Light : Dusk

Aircraft

Reference : X

Aircraft Operator : Air Taxi

Make Model Name : Small Transport, Low Wing, 2 Turboprop Eng

Crew Size.Number Of Crew : 2

Operating Under FAR Part : Part 135

Flight Plan : IFR

Mission : Passenger

Flight Phase : Taxi

Person

Reference : 1

Location Of Person.Aircraft : X

Location In Aircraft : Flight Deck

Reporter Organization : Air Carrier

Function.Flight Crew : Pilot Flying

Function.Flight Crew : Captain

Qualification.Flight Crew : Air Transport Pilot (ATP)

ASRS Report Number.Accession Number : 1407062

Human Factors : Communication Breakdown

Human Factors : Distraction

Human Factors : Situational Awareness

Communication Breakdown.Party1 : Flight Crew

Communication Breakdown.Party2 : Ground Personnel

Analyst Callback : Attempted

Events

Anomaly.Ground Event / Encounter : Person / Animal / Bird

Detector.Person : Flight Crew

Were Passengers Involved In Event : N

When Detected : Taxi

Result.General : Physical Injury / Incapacitation

Result.General : Flight Cancelled / Delayed

Result.Flight Crew : Returned To Gate

Result.Flight Crew : Became Reoriented

Assessments

Contributing Factors / Situations : Aircraft

Contributing Factors / Situations : Airport

Contributing Factors / Situations : Company Policy

Contributing Factors / Situations : Environment - Non Weather Related

Contributing Factors / Situations : Human Factors

Contributing Factors / Situations : Staffing

Primary Problem : Human Factors

Narrative: 1

Taxiing out for first flight out of ZZZ, weed whacking was taking place on the south side of

taxiway. Watching to make sure my wing cleared two men mowing a taxi light, I then

looked forward to continue the taxi. An instant later I heard a "thump." I then pulled off

the taxiway on to the inner ramp area and shut down, assuming I'd hit one the dogs that

run around the airport grounds on a regular basis. I was shocked to find a man, face down

on the side of the taxiway. His coworkers surrounded him and helped him to his feet. He

was standing erect and steady. Knew his name and the date. Apparently not injured badly.

I attended to my two revenue passengers returning the aircraft to the main ramp. Secured

the aircraft and called [the operations center]. An ambulance was summoned for the

injured worker. Our ramp agent, was a non-revenue passenger on the flight and took

pictures of the scene. He stated that none of the workers were wearing high visibility vests

which I also observed. They seldom have in the past also.

This has been a recurring problem on ZZZ since I first came here. The operation is never

NOTAMed on an uncontrolled airfield. The pilots just have to see and avoid people and

animals at all times. I don't think the person that collided with my wingtip was one of the

men I was watching. I think he must have been stooped down in the grass. The only

option to add to safety of the situation would be to stop completely until, hopefully, the

workers moved well clear of the taxiway. This is one of the many operational deficiencies

that we, the pilot, have to deals with on ZZZ on a daily basis.

Synopsis

While taxiing for takeoff, one wing of a light twin struck a ground worker who was

apparently cutting weeds around a taxi light. The pilot stopped and shutdown the aircraft

to check on the individual. The individual was face down, but recovered to stand erect, and

he knew his name and the date. An ambulance was summoned for the injured worker.

ACN: 1404878 (2 of 50)

Time / Day

Date : 201611


Place

Locale Reference.Airport : BUR.Airport

State Reference : CA

Altitude.MSL.Single Value : 100

Environment

Light : Daylight

Aircraft

Reference : X

ATC / Advisory.Tower : BUR

Aircraft Operator : Air Carrier

Make Model Name : B737 Undifferentiated or Other Model



Flight Plan : IFR

Mission : Passenger

Flight Phase : Landing

Airspace.Class C : BUR

Person : 1

Reference : 1




Function.Flight Crew : First Officer



Experience.Flight Crew.Last 90 Days : 208


Person : 2

Reference : 2




Function.Flight Crew : Pilot Not Flying





Events

Anomaly.ATC Issue : All Types



When Detected : In-flight

Result.Flight Crew : Took Evasive Action

Assessments


Primary Problem : Environment - Non Weather Related

Narrative: 1

On short final (about 100 ft) I saw a flock of birds moving north away from the runway. I

mentioned the birds to the Captain and he acknowledged. Since they were moving away I

elected to land. As the main landing gear was touching down a flock of birds (not sure if

they were the same) flew in front of the aircraft from the north. There were multiple bird

strikes to the aircraft to include on my canopy.

I could still see so I kept the Pilot Flying roll and completed the landing roll. We brought

the aircraft to a stop and informed the Tower of the bird strikes on the approach end of

Runway 08. Tower was surprised and sent out Ops. We pulled into our gate. On inspection

of the aircraft we saw multiple bird strikes to include left wing fuselage, and number 2

engine. Ops reported 20 dead pigeons. We contacted Tower by phone as well.

Narrative: 2

Because we were so close to the runway about to flare I thought the First Officer made a

good decision not to go around. However, right as we touched down that same flock of

birds reversed course and flew right over the runway in our path.

Synopsis

B737 flight crew reported a bird strike with about 20 pigeons while on short final to BUR.

ACN: 1404256 (3 of 50)

Time / Day

Date : 201611


Place




Environment

Light : Night

Aircraft

Reference : X

ATC / Advisory.TRACON : ZZZ


Make Model Name : A320



Flight Plan : IFR

Mission : Passenger

Flight Phase : Initial Climb

Route In Use.SID : ZZZ

Airspace.Class D : ZZZ

Person

Reference : 1







Events

Anomaly.Aircraft Equipment Problem : Critical

Anomaly.Inflight Event / Encounter : Bird / Animal


Detector.Person : Flight Attendant


Result.Flight Crew : Returned To Departure Airport

Result.Flight Crew : Landed As Precaution

Result.Aircraft : Aircraft Damaged

Assessments



Narrative: 1

When climbing through 2600 ft on are way up to 9000 ft we encountered a flock of geese

without warning. Upon impact we had a high engine vibration on the number one engine

and the flight attendants reported a foul smell after a bird got sucked into the number 2

pack inlet. We [advised ATC and coordinated a return] with an overweight landing. After

landing the emergency trucks inspected the aircraft for damage letting us taxi to the gate.

Synopsis

A320 First Officer reported a return to the departure airport after sustaining damage to the

#1 engine and #2 pack inlet door.

ACN: 1403252 (4 of 50)

Time / Day

Date : 201611


Place

Locale Reference.ATC Facility : ZZZ.TRACON



Environment

Flight Conditions : VMC

Aircraft

Reference : X



Make Model Name : B737-800



Flight Plan : IFR

Mission : Passenger

Flight Phase : Climb

Airspace.Class E : ZZZ

Person : 1

Reference : 1








Person : 2

Reference : 2








Events

Anomaly.Aircraft Equipment Problem : Less Severe




Result.General : Maintenance Action




Assessments



Narrative: 1

We were climbing out at about 9000 feet when I saw approximately a half dozen medium

sized birds heading toward the windscreen and down the right side of the airplane. One hit

right above my head and the others hit some parts of the aircraft on the right. The audible

booms were very noticeable as was the obvious pitch sound change coming from the right

engine. We immediately received a call from the FAs asking what the loud booms were

about. All engine indications appeared normal and within limits. Flight controls were also

functioning properly. However, given what we saw, heard, and felt we made an immediate

decision to return to [departure airport]. We were given priority handling and landed

uneventfully. Upon exterior inspection of the airplane we saw blood stains right over the

cockpit window and on the forward, inner wing root, right side. We also saw significant

damage done to the right engine cowl and several fan blades.

Narrative: 2

[Report narrative contained no additional information.]

Synopsis

B737-800 flight crew reported returning to departure airport after experiencing multiple

bird strikes on departure. After landing "significant damage" was found to the right engine

cowl and fan blades.

ACN: 1401353 (5 of 50)

Time / Day

Date : 201611


Place




Environment


Light : Daylight

Aircraft

Reference : X



Make Model Name : Widebody, Low Wing, 2 Turbojet Eng



Flight Plan : IFR

Mission : Passenger



Component

Aircraft Component : Turbine Engine

Aircraft Reference : X

Problem : Failed

Person : 1

Reference : 1








Person : 2

Reference : 2








Events


Anomaly.Deviation - Procedural : Weight And Balance




Result.Flight Crew : Inflight Shutdown



Result.Flight Crew : Landed in Emergency Condition

Assessments




Narrative: 1

We departed [and] were given a right turn to a 125 heading on the climb out. While on

climb out at about 2200 ft we had a bird strike in the left engine. We leveled off at 3000 ft

and complied with the engine severe damage checklist and secured the engine. We also

[advised ATC] and returned for an overweight landing. The landing was smooth and we

had no other problems.

Narrative: 2

Next I heard a loud bang and engine vibration. Looking at the engine gauges, I confirmed

a left engine failure. I called left engine failure, turned off the auto throttle arm switch,

and confirmed MCT (Maximum Continuous Thrust) visually.

Synopsis

Air carrier flight crew reported returning to departure airport due to a bird strike shortly

after takeoff that resulted in failure of the left engine.

ACN: 1400331 (6 of 50)

Time / Day

Date : 201611


Place



Environment

Light : Daylight

Aircraft

Reference : X






Flight Plan : IFR

Mission : Passenger

Nav In Use : FMS Or FMC


Airspace.Class B : ZZZ

Person

Reference : 1








Experience.Flight Crew.Type : 3601


Events










Assessments



Narrative: 1

Boarding, pushback and taxi out to runway were all uneventful. We were cleared for

takeoff on Runway XY. I was the Pilot Flying and the Captain was the Pilot Monitoring.

Shortly after gear retraction, the Captain said "bird"! As I looked up, I saw a large dark

gray bird disappear under the nose. Moments later, there was a loud thump and the

number 1 engine vibration gauge began to rise rapidly, while at the same time a vibration

was felt and heard by both of us, as well as a strong burning flesh odor coming from the

vents. I began to pull the number 1 throttle toward idle.

As the engine N1 was reduced to 30 to 40 percent, the vibration stopped. We continued to

climb and cleaned the aircraft up at 1000 feet AGL. When the Captain checked in with

Departure Control, he explained that we had ingested a bird and needed to level off

around 5000 feet and would need some vectors to complete some items. The Departure

Controller gave us vectors to the north and gave us instructions to level off at 6000 feet.

We decided to keep the number 1 engine running near idle, as this took away all the

vibration and allowed us to keep the services that the engine was still providing

(hydraulics, electrics, etc).

I took over ATC communications while the Captain made a PA, talked to the Flight

Attendants and to Maintenance, who he asked to relay our situation to Dispatch. He ran

the numbers in the Optimum Performance Capable (OPC) and determined we would be

landing overweight. I suggested because of our overweight status in an -800 [that we use]

the longest runway available.

The Captain advised ATC of our runway request and told them we were ready for vectors

back to the airport. Approximately ten miles from the airport, the Captain took over as the

Pilot Flying. The approach and landing were smooth and uneventful. We cleared the

runway and the fire trucks followed us to the gate, with no indications of fire or fluids

leaking.

Synopsis

B737-800 First Officer reported returning to departure airport after experiencing increased

vibration associated with ingesting a large bird into #1 engine.

ACN: 1399956 (7 of 50)

Time / Day

Date : 201611


Place




Environment

Flight Conditions : IMC

Light : Night

Aircraft

Reference : X






Flight Plan : IFR

Mission : Passenger



Person

Reference : 1








Events








Assessments



Narrative: 1

I was the pilot flying on this leg. We were on the departure route climbing through 4000

feet [and] as I began the left turn I caught a flash of something white out of the front of

the aircraft and felt a thump on the nose of the aircraft. We were IMC at the time. First

Officer said "What was that?" I replied "Bird Strike!" At that time we got an #2 Engine

Stall ECAM that came up, but it immediately went out. [At] this moment all engine

parameters appeared normal. We asked ATC for a level off, which we did and leveled off at

6000 ft. We also got a burnt duck smell as well. I handed control over to FO so I could

assess the situation. All systems were normal, I scrolled through the system pages to

verify this as well. There were no further ECAM messages to deal with.

I [advised] ATC and I briefed the Flight Attendants about returning to [departure airport]

and gave them the time to prepare. I then made a PA to the passengers about what we

were going to do. I sent a message to Dispatch via ACARS about what was going on. We

then briefed the approach. I took back control of the aircraft for the approach and landing

because the FO's window was covered [with] the remnants of the bird.

Normal landing and after we stopped the aircraft I instructed the passengers to "Remain

Seated" and we asked the emergency response crew to look the aircraft over which they

did. We then taxied to the gate. After shutdown at the gate I entered the bird strike into

the Aircraft Maintenance Logbook and spoke to the mechanics. We walked around the

aircraft and found damage to the radome and the #2 engine.

Synopsis

A321 Captain reported returning to the departure airport after experiencing a bird strike

on initial climb.

ACN: 1394633 (8 of 50)

Time / Day

Date : 201610


Place




Environment


Aircraft

Reference : X

ATC / Advisory.Tower : ZZZ





Flight Plan : IFR

Mission : Passenger


Component



Person : 1

Reference : 1







Experience.Flight Crew.Total : 20000




Person : 2

Reference : 2











Events








Result.Air Traffic Control : Issued New Clearance

Result.Air Traffic Control : Provided Assistance

Assessments



Narrative: 1

Approximately 500 feet (after gear retraction but prior to flap retraction) jolt/yaw

accompanied by bang similar to those experienced in simulator (associated with severe

damage). I was hand flying (and focused on that) and by the time I looked at the engine

instruments, all appeared normal. At the same time a strong burning smell was

experienced. We quickly decided to return and not continue. We communicated with

departure and stated our intentions. A few minutes after the odor started, it began to

dissipate. ATC gave us a heading and assigned 9000 as an altitude. I engaged the

autopilot (after the FO reminded me it was available). The FO ran the after takeoff

checklist as well as set up the box for the return. I called the flight attendants and

informed them of our situation. They informed me that they saw torching in the left engine

when the bang occurred. The FO and I concluded that we most likely ingested a bird into

the left engine and that the engine had a compressor stall. I sent a message to dispatch

informing them of our condition and intent to return. Dispatch requested the emergency

equipment for us. The FO and I discussed our landing overweight, and continued back for

an uneventful landing (overweight).

Narrative: 2

At approximately 1000 feet agl we heard a loud bang followed by the aircraft yawing and a

pronounced burning smell in the cabin. I was the monitoring pilot, I noticed the N1

indication dropped by approximately 20% and then returned to normal. Both engines were

now operating normally and the burning smell quickly dissipated. We continued climbing

and cleaned up the airplane normally. The Captain and I discussed what we thought was

the issue, and determined we had probably hit a bird. We made the decision to return. I

coordinated with ATC our intentions. ATC then gave us vectors for an ILS. Communications

with the flight attendant revealed they had seen a flame come from the left engine.The

Captain at this point continued to fly and took over communications with ATC, flight

attendants etc., while I ran through the appropriate check lists and programmed the FMC

for our return. The approach and landing were normal. Upon inspection of the left engine,

it was determined there were remnants of a bird on the fan blades.

Synopsis

B737 flight crew reported a bird strike below 1,000 feet on departure which caused a

momentary compressor stall before resuming normal operation. Flight returns to the

departure airport for an overweight landing.

ACN: 1394074 (9 of 50)

Time / Day

Date : 201610


Place




Environment

Light : Daylight

Aircraft

Reference : X






Flight Plan : IFR

Mission : Passenger

Flight Phase : Takeoff

Person

Reference : 1










Events





Result.Flight Crew : Requested ATC Assistance / Clarification

Result.Flight Crew : Rejected Takeoff



Assessments





Narrative: 1

Very shortly after calling V1 (V1 was 132 knots) we noticed multiple large white birds in

our takeoff path. We heard multiple (at least 2) loud thumps as we impacted the birds.

The Captain rejected the takeoff and we came to a stop with approximately 3000 FT

remaining on the runway. We made a call to Tower notifying them of the rejected takeoff.

We cleared the runway, made a PA to the Passengers explaining what had happened and

then coordinated with Ground to find a remote parking spot for brake cool down and to

have Maintenance check for hot brakes. After approximately 40 minutes we taxied to Gate

and shut the aircraft down without further incident. The pitot static tube on the right side

of the aircraft had feathers stuck to it and the number 2 engine had blood and bent fan

blades, indicating that a seagull had been ingested by the engine.

Synopsis

B737-800 First Officer reported while at V1 speed encountered a bird strike so they

aborted the takeoff.

ACN: 1393901 (10 of 50)

Time / Day

Date : 201610


Place




Environment

Light : Daylight

Aircraft

Reference : X


Make Model Name : EMB ERJ 170/175 ER/LR



Flight Plan : IFR

Mission : Passenger

Flight Phase : Parked

Person

Reference : 1







Human Factors : Training / Qualification

Human Factors : Workload




Events

Anomaly.Deviation - Procedural : Published Material / Policy



When Detected : Aircraft In Service At Gate


Assessments

Contributing Factors / Situations : Company Policy


Contributing Factors / Situations : Procedure


Narrative: 1

As we were preparing to finish paperwork and push off of the gate, the ramp brought up

their cargo load report and informed me that a dog was loaded in the aft cargo bin. They

had also marked on the load sheet that the Live Animal was in the aft cargo bin. I

informed them that the animal had to be loaded in the FWD cargo bin or else it would die.

I then went out to make sure that they removed the animal and loaded it into the FWD

cargo bin. I also informed all of the ground crew that live animals must always be loaded

in the FWD Cargo bin on all ERJ-170/175's. They moved the animal, and we continued on

with a corrected load sheet.

Be sure that the ground crew is aware of the type of aircraft and that they are following

the correct procedures.

Synopsis

ERJ-170 Captain noted a dog had been loaded in the aft cargo bin. Because the animal

would freeze in that pit during flight, he had ramp personnel move the dog to the forward

cargo pit and alerted the ramp personnel that animals must always be put in the forward

hold.

ACN: 1389168 (11 of 50)

Time / Day

Date : 201609


Place




Environment

Flight Conditions : Mixed

Weather Elements / Visibility : Thunderstorm

Weather Elements / Visibility.Visibility : 5

Light : Night

Ceiling.Single Value : 5000

Aircraft

Reference : X






Flight Plan : IFR

Mission : Cargo / Freight

Flight Phase : Initial Approach

Route In Use : Visual Approach


Component

Aircraft Component : Trailing Edge Flap


Problem : Malfunctioning

Person

Reference : 1











Events






Result.Flight Crew : Overcame Equipment Problem

Result.Flight Crew : Executed Go Around / Missed Approach

Assessments



Narrative: 1

Vectored to visual Runway XXL, using the Loc as a backup. FO flying, approximately 2500

ft MSL FO asked for Flaps 15, and received a TE FLAP DISAGREE message with light. Flaps

showed no split and were stopped between flaps 5 and 15. I checked lever in detent which

it was and informed FO we were going to have to discontinue the approach. Informed

tower and told them we had a problem and need to discontinue. Went into altitude hold

and continue on the LOC for a couple of minutes for coordination. Followed the vectors,

climbed to 4000 ft and began the QRH procedures with the FO flying. Many thunderstorms

around, so there were many turns, FO took radios as procedure was accomplished.

Alternate Flaps extended to Flaps 15 and followed the procedure to stop there and land

with Flaps 15 and Vref 20. Checked Non-Normal landing distance in QRH, (old 757, was

not going to type in the freehand message). Plenty of room, with approximately 4000 ft of

runway required and runway YY being 13000 ft. Selected autobrakes 3 as to reduce brake

heating and there was three times the runway needed. We told approach of our aircraft

state. Requested runway YY and equipment standing by. I decided to take landing, FO

agreed. Setup and briefed visual to YY with the ILS as a backup. Landed without incident

and made high speed taxiway off runway and stopped off runway. Requested the

emergency crew inspect a/c for wheel condition and fire. None noted.

Taxied to ramp, I believe some emergency crews followed us to parking. Left aircraft in

landing configuration during taxi to block in. Informed ground and emergency crew that

we were doing this. Left all switches in the configuration the QRH mandated. Called the

ramp for parking and informed them of the same. Mechanics found feathers of large bird

in right TE flaps. Suspected this caused the aircraft to sense the disagree, having probably

hit it in transit. Aircraft was cleaned and inspected, and the appropriate tests to the flaps

were accomplished to allow the aircraft to return to service for the return leg. I called

dispatch at block in to inform them of the situation, they were not informed during the

event. This was in my thought not appropriate since we were not rushed, but the

atmosphere was very busy being in the vectors with the storms and congestion. I did not

want to keep the crew in split operations too long, with FO both flying and talking, as the

navigation around the storms was very close. I did not feel it warranted any other input

since the conclusion was very apparent, thus elected not to include any further inputs from

ops or maintenance.

Synopsis

B757-200 Captain reported receiving a TE FLAP DISAGREE message on approach. On the

ground, evidence of a bird strike on the flaps was noted.

ACN: 1389136 (12 of 50)

Time / Day

Date : 201609


Place




Environment


Light : Night

Aircraft

Reference : X






Flight Plan : IFR

Mission : Passenger



Component




Person

Reference : 1










Analyst Callback : Attempted

Events









Assessments




Narrative: 1

We were IMC, being vectored for the ILS. The autopilot and autothrottles were engaged,

and plane was descending out of 5000 for 4000 feet when we felt something hit the plane

with a WHUMP. Almost immediately, we smelled something burnt (not electrical), and the

F/As called to report burnt smell and smoke in the cabin. All engine and system indications

appeared normal at this time. Within moments, the plane began to level at 4000 feet, and

the engines began to spool up. An increasing vibration/shaking of the plane was felt. I

looked at the engine gauges and saw that the right engine was spooling up past 65% N1,

but the left engine was stagnant at approx. 54% N1, with the trend arc indicating more

thrust was being demanded. I realized we had an issue with the left engine, and

immediately disconnected the autothrottles and retarded the left throttle. With the left

throttle retarded to near idle, the vibration/shaking ceased. I attempted to spool up the

left engine once again, but near 50% N1, the vibration/shaking would ensue. All other

indications were normal. I retarded the throttle enough to prevent the vibration and left it

there. Realizing we most likely had substantial damage to the left engine, I instructed the

F/O to "[Advise ATC]. I want to land immediately." About this time, we had emerged from

IMC into VMC conditions, and I acquired the airport visually off our right side. I

disconnected the autopilot and began turning towards the airport, and transmitted to ATC

that I had the field in sight and wanted visual approach clearance now. They immediately

cleared us for the visual. The final approach and landing were otherwise uneventful. Since

I didn't know the status of the left engine, I elected to use idle reverse and max

autobrakes on landing. Emergency equipment visually inspected our aircraft, and then we

taxied to the gate.

Synopsis

B737 Captain reported a bird strike that damaged the #1 engine while on approach in IMC

.

ACN: 1388837 (13 of 50)

Time / Day

Date : 201609


Place




Environment


Weather Elements / Visibility : Rain

Light : Night

Aircraft

Reference : X






Flight Plan : IFR

Mission : Passenger


Route In Use : Vectors


Person

Reference : 1











Events


Anomaly.Inflight Event / Encounter : Weather / Turbulence






Assessments



Narrative: 1

While being vectored for approach to XXL we were IMC and flying through a rain shower. I

heard a thump and felt a shudder and then a funny smell was detected. The foul smell

continued and we received a call from the cabin reporting smoke. We asked for priority

landing on XXL. Our jumpseater ([Company] B777 first officer) took care of

communications between the flight attendants and passengers. The Captain continued

flying the aircraft and I handled the relay of information to ATC and assisted the Captain

with his approach. Once we broke out we requested clearance for the visual and

proceeded with approach. It was reported by the cabin that we sustained damage to an

engine and leading edge devices and the Captain reported vibrations on the number 1

engine when thrust was applied. The landing was made and we made a decision to taxi off

the runway and stop to have both engines inspected for fire/damage. It had been reported

that there was a fire coming out of the left tail pipe. The fire department reported no fire

and damage to the number 2 engine. We then taxied to the gate and parked without

further incident.

Synopsis

B737 First Officer reported the #1 engine and some leading edge devices were damaged

from a bird strike on approach.

ACN: 1385369 (14 of 50)

Time / Day

Date : 201608


Place




Environment


Aircraft

Reference : X


Aircraft Operator : Personal

Make Model Name : PA-28 Cherokee/Archer/Dakota/Pillan/Warrior



Flight Plan : SVFR

Mission : Personal

Flight Phase : Cruise



Person

Reference : 1



Reporter Organization : Personal

Function.Flight Crew : Single Pilot


Qualification.Flight Crew : Private




Events

Anomaly.Deviation - Altitude : Excursion From Assigned Altitude






Assessments



Narrative: 1

I was [15 miles from my destination at 2,000 feet when] I experienced a weird noise like

an explosion and I realized there was an impact on my right wing. My fiancé mentioned

that it was a goose [and] although I was flying VFR I didn't see [it] coming. Right after

impact, as a result of changing shape of the wing by impact, I realized airflow wasn't

happening and the airplane started losing altitude, though I added power and tried to

climb.

I maintained 1,700 feet and contacted Tower, [advised them of the situation] to enter

their airspace and perform an emergency landing to any available runway. Since I was 15

miles out, I mentioned my position to them, and then I plugged in squawk code of "7600."

I also mentioned [a] bird strike [and] two people on board to Tower. I had visual of [the

runway] and performed an emergency landing as trained during my private pilot license

training. After we landed there were many emergency vehicles and people were [ready] if

something was necessary. I was really afraid of burning in the air just because of the

pressure of air and fuel on the wing, however I kept my awareness and flew the airplane,

acted as a pilot in command.

After we landed I taxied my airplane to the [FBO] and left the airplane there for

maintenance service.

I should also mention that Tower, [when I was] about 3 miles out, mentioned bird

activities at 1,500 feet, and I diverted a little bit to right [to avoid] them, and I didn't lose

my engine. Engine was totally working, however I lost altitude and airplane was

[deviating] to the right.

Synopsis

PA-28 pilot reported his wing was damaged as a result of an inflight goose strike.

ACN: 1379132 (15 of 50)

Time / Day

Date : 201608


Place




Environment



Light : Daylight

Aircraft

Reference : X



Make Model Name : Citation V/Ultra/Encore (C560)



Flight Plan : IFR

Mission : Personal




Component




Person

Reference : 1






Qualification.Flight Crew : Instrument


Qualification.Flight Crew : Multiengine





Events








Assessments



Narrative: 1

Shortly after liftoff at approximately 600 feet AGL, I saw a bird moving from right to left

across the path of the aircraft. Immediately after seeing the bird, the bird struck the

aircraft on the left side. As PIC, I elected to continue the flight. After being cleared to and

leveling at 10,000 MSL the Master Warning indicator began flashing and the L OIL

PRESSURE LOW light activated. I immediately pulled power on Engine 1 (Left) to idle and

observed the Left oil pressure indicator to be well below normal. I contacted Approach to

alert them to our situation and requested an immediate return to [departure airport].

Once the airplane was established in an appropriate heading and descent for a return to

the airport, I elected to shut down Engine 1 (Left) to prevent any further damage. I

brought Engine 1 power lever back over the gate and it was successfully shut down. I then

conducted an approach and landing. After landing, I was able to taxi the aircraft to

parking.

Synopsis

CE-560 pilot reported returning to the departure airport after shutting down the left engine

because of low oil pressure following a bird strike shortly after takeoff.

ACN: 1375987 (16 of 50)

Time / Day

Date : 201607


Place




Environment


Light : Daylight

Aircraft

Reference : X



Make Model Name : Regional Jet 200 ER/LR (CRJ200)



Flight Plan : IFR

Mission : Passenger


Component

Aircraft Component : Gear Lever/Selector


Problem : Improperly Operated

Person

Reference : 1










Events


Anomaly.Deviation - Speed : All Types



Detector.Automation : Aircraft Other Automation





Result.Flight Crew : Overcame Equipment Problem

Assessments




Narrative: 1

On takeoff at V1 we struck a bird with the left windscreen. PM didn't call "positive rate,"

nor did the PF call "gear up." PF called for "after takeoff check" and PM said "after takeoff

check complete." The gear remained down without PF noticing. I was the pilot flying. Upon

reaching 15,000 ft I realized the gear was down and I slowed to 220 kts and called for

gear up. Having exceeded the 200 kts gear retraction speed limitation the EICAS Warning

"gear disagree" illuminated on the display. We ran the QRH and the EICAS warning gear

disagree went away once we reached 210 kts on our way to 200 kts. We continued on to

our destination with no further issues. Upon arrival we contacted maintenance and told

them of both the bird strike and the gear disagree and its cause. Maintenance determined

that a visual inspection of the aircraft would suffice if no damage was observed. As far as

the gear disagree maintenance determined that it didn't require further inspection.

Cause of this event was pilot distraction. The bird we struck at V1 and its remains were

distracting. Due to the distraction we didn't make the proper callouts then didn't execute

our after takeoff checklist properly. After that is was a matter of misdiagnosing the reason

for the ambient noise in the cockpit and not scanning our EICAS system. Had the proper

callout been made and the after takeoff checklist been executed properly this wouldn't

have occurred. We had two opportunities to grab the gear handle and put it in the up

position and did not. Personally I will no longer assume the gear handle has been put in

the up position after I call for the after takeoff check.

Synopsis

CRJ200 First Officer reported a bird strike on takeoff on the Captain's windscreen. The

Captain did not call positive rate and the First Officer did not call gear up. The gear was

discovered to still be down at 15000 feet and was then retracted.

ACN: 1367176 (17 of 50)

Time / Day

Date : 201606


Place




Environment


Light : Daylight

Aircraft

Reference : X






Flight Plan : IFR

Mission : Passenger


Person : 1

Reference : 1











Person : 2

Reference : 2











Events







Assessments



Narrative: 1

At approximately 120 knots on takeoff at [a high elevation airport] we had a direct bird

strike to the Captain's forward windscreen. We were about 3000 feet down the runway and

had 9000 feet remaining and were 35 knots below V1. The impact was extremely loud and

forceful so I rejected the takeoff. At approximately 100 knots with about 8000 feet of

runway remaining I disengaged the auto-brakes to help avoid overheating the brakes. I

used reverse thrust, spoilers and the remaining runway to slow the airplane. We exited the

runway at the last high speed taxiway and brought the plane to a stop and did not set the

brakes. We requested fire/rescue support and ran all appropriate checklists. Airport ops

arrived quickly and notified us there was no fire or visible damage to the gear or tires,

only some light smoke coming off the right gear. Fire rescue arrived in about 10 minutes

and set up cooling fans on the gear. The brake temperatures initially climbed into the

caution zone and then began to cool. After coordinating with Maintenance and waiting for

the brakes to cool we were towed back to the gate. After a maintenance check of the bird

damage and brakes we were cleared and pressed on to our destination.

Narrative: 2


Synopsis

B757 flight crew reported rejecting the takeoff after experiencing a bird strike at

approximately 100 kts.

ACN: 1367101 (18 of 50)

Time / Day

Date : 201606


Place

Locale Reference.ATC Facility : TUL.TRACON

State Reference : OK


Aircraft : 1

Reference : X

Make Model Name : Small Aircraft, Low Wing, 2 Eng, Retractable Gear




Aircraft : 2

Reference : Y


Make Model Name : Large Transport, Low Wing, 2 Turbojet Eng


Flight Phase : Descent

Route In Use : None

Airspace.Class B : TUL

Aircraft : 3

Reference : Z

Make Model Name : Small Aircraft, High Wing, 1 Eng, Fixed Gear




Person

Reference : 1

Location Of Person.Facility : TUL.TRACON

Reporter Organization : Government

Function.Air Traffic Control : Departure

Function.Air Traffic Control : Approach

Qualification.Air Traffic Control : Fully Certified

Experience.Air Traffic Control.Time Certified In Pos 1 (mon) : 4


Human Factors : Confusion


Human Factors : Time Pressure


Events


Anomaly.Conflict : Airborne Conflict

Anomaly.Deviation - Track / Heading : All Types

Anomaly.Deviation - Procedural : Clearance


Anomaly.Inflight Event / Encounter : Other / Unknown




Assessments




Primary Problem : Procedure

Narrative: 1

Tulsa was in a south flow, and Radar South West was split off from Radar West. I was

working Radar West. I had a mix of inbounds to TUL, outbounds from TUL, and a

parachute jump aircraft operating over Skiatook airport. Aircraft X departed TUL VFR on a

west heading. After I got him clear of an Aircraft Y descending for TUL, I gave Aircraft X on

course to BVO.

At about that time, Aircraft Z advised 1 minute prior to jump at Skiatook. I made an

announcement on frequency, and gave Aircraft X a 330 heading to vector him to the west

of Skiatook to avoid the parachute activity. I also told Aircraft Z about Aircraft X and

advised him that he would pass to the west of Skiatook. A couple of minutes later, when

Aircraft X was about 1-2 miles southwest of Skiatook, he advised he wanted to return to

TUL. I turned him to a 100 heading in an attempt to keep him south of the Skiatook

airport and away from any parachute jumpers.

I gave a traffic advisory to Aircraft Z advising him of the aircraft's position and I told him

he would be passing about a mile south of Skiatook. As Aircraft X was in the process of the

turn he advised me that he was making a hard right turn to avoid a parachute. I let him

make his turn and as he got away from Skiatook, I gave him a right base entry to 18R and

switched him to tower. As Aircraft X exited the runway, he advised tower that it was the

closest he has come to parachute jumping.

This event was caused by me trying to get Aircraft X back to the airport as soon as

possible. When he advised he wanted to return to TUL, I was assuming that he had an

issue with the aircraft or that he needed to get back as soon as possible. In my attempt to

get Aircraft X back to the airport quickly I turned him to a heading that was not southeast

enough to keep him from going through the parachute activity.

I think the local procedures involving parachute jumping are fine. This event was caused

by me trying to get Aircraft X back to the airport as soon as possible. I had a couple other

options that would have worked much better than turning him toward the parachute

activity. Had I taken a moment to just think about the situation more I would have either

taken Aircraft X north of Skiatook before turning him east or I would have given him a left

turn to the south to get him away from the airport before turning him back toward TUL.

Synopsis

Tulsa Radar Controller reported of an unsafe situation when he turned an aircraft too soon

and did not avoid a parachute operation. Pilot reported after landing that it was, "the

closest he has come to parachute jumping."

ACN: 1366578 (19 of 50)

Time / Day

Date : 201606


Place

Locale Reference.Airport : ZZZZ.Airport

State Reference : FO


Environment

Light : Daylight

Aircraft

Reference : X


Make Model Name : Widebody Transport



Flight Plan : IFR

Mission : Passenger

Flight Phase : Taxi

Person : 1

Reference : 1










Person : 2

Reference : 2










Events





Assessments




Narrative: 1

Process of push back and engine start, after engines were noted stable, Captain called for

taxi and released the brakes and the aircraft began to roll as he ask the First Officer (FO)

did you see a wave off on your side? (FO) immediately commanded STOP, STOP, and

applied the brakes stopping the aircraft because of tug and personnel were still present

under the aircraft and tug visible under the FO window. Tug then began to pull away and

push back crew came out from under the aircraft and administered the wave off with no

indication of injury or equipment damage.

Narrative: 2


Synopsis

Air carrier flight crew reported a breakdown in communications with the ground pushback

crew during the disconnect phase.

ACN: 1365638 (20 of 50)

Time / Day

Date : 201606


Place

Locale Reference.Airport : MAZ.Airport

State Reference : PR


Environment

Light : Daylight

Aircraft

Reference : X

ATC / Advisory.CTAF : MAZ


Make Model Name : Small Transport, Low Wing, 2 Recip Eng



Flight Plan : IFR

Mission : Passenger


Person : 1

Reference : 1



Reporter Organization : Air Taxi






Person : 2

Reference : 2









Events






Assessments




Narrative: 1

Multiply bird strikes during takeoff from Mayaguez airport in San Juan Puerto Rico. Cut

grass and maintain airfield condition.

Narrative: 2


Synopsis

Air taxi flight crew reported a bird strike while taking off from MAZ. They indicated that the

bird hazard at this airport is significant and needs to be mitigated.

ACN: 1364014 (21 of 50)

Time / Day

Date : 201606


Place

Locale Reference.ATC Facility : ZZZ.Tower


Environment


Light : Daylight

Aircraft

Reference : X


Make Model Name : PC-12



Mission : Ferry



Component

Aircraft Component : Stall Warning System



Person

Reference : 1









Events








Assessments


Primary Problem : Aircraft

Narrative: 1

We were cleared for the IFR takeoff, with visual conditions existing. My first officer rotated

at the appropriate speed and started the climb out. Before I was even able to observe and

call out a positive rate of climb for gear retraction, the amber 'PUSHER' CAS illuminated on

the CAS panel, along with a red 'STALL' warning message on both PFDs, the aural 'STALL,

STALL, STALL' warning, and constant shaker activation on both pilots' control yokes. In

addition to this, the speed tape was red on both PFDs, and there was no longer a DSB

[Dynamic Speed Bug] present on either airspeed tape.

We were in agreement that the aircraft was not actually stalling, and quickly verbalized

this to each other. In addition to this, we quickly determined that we were out of usable

runway and would continue to climb to pattern altitude and return for landing. I contacted

the air traffic controller to advise her of our intentions, but she did not get back to us due

to a busy frequency. We continued climbing, keeping everything configured how it was.

Once ATC told us to contact departure, I advised her of our intentions- that we needed to

remain in the pattern and to return for landing. I asked for priority because the pattern

was getting busy and did not want to extend our time airborne unnecessarily. The air

traffic controller asked if we needed any assistance; I declined.

Meanwhile, while turning crosswind, my first officer ensured to pull the power back enough

to keep below the flap extension speed for flaps 15. We decided we would just keep the

airplane configured as is since it would be a quick pattern - gear down and flaps 15

degrees. I looked to see what position my AOA probe was in to see if that could be a factor

in causing the shaker activation. The LH AOA vane was in the up position when I looked,

but we were also in a left turn at that point. My first officer noted that the RH AOA vane

seemed to be in a normal position. The shaker continued the entire time while airborne,

but there was no pusher activation at any time.

I asked my first officer if he was comfortable continuing to fly and if he felt that he had

positive control of aircraft. He said he yes to both, therefore I had him continue flying the

airplane since I thought there could be more confusion caused by exchanging controls at

that point.

ATC cleared us onto a base once we had traffic on final in sight. My first officer called for

flaps 30. I set them as called for and we completed the Before Landing and Prior to

Landing checklists. We maintained a slightly faster airspeed on approach to landing since

we most likely no longer had stall protection. As my first officer landed the airplane, there

was a slight balloon, something not typical of his landings. He explained that the shaker

was making it difficult to flare at that point, as it was causing the yoke to be very stiff. It

was, however, still a completely safe landing.

As soon as we touched down, everything seemed to go back to normal - the shaker was

no longer activating, we no longer had the Amber PUSHER CAS, the red STALL warning

message went away, the airspeed indicator returned to normal, and the aural 'STALL'

warnings ceased.

We taxied back and shut down. After shutdown, I did a post flight inspection of the

airplane, looking closely at both AOA vanes to see if I could observe any defects or

abnormalities. I did not notice anything out of the ordinary on either side. However, there

was evidence that something had hit the leading edge of the RH wing, just a few inches

away from the AOA plate, towards the wingtip. There did not seem to be any bird feathers,

but the debris area was approximately 4 inches wide and was about 5.5 inches top to

bottom, extending from the leading edge of the wing to underneath. My suspicion is

perhaps a bird hit the AOA probe and then continued on to hit the leading edge of the

wing- but this is just speculation. We did not experience any abnormal engine or propeller

indications during flight, so I am comfortable in saying the bird did not interfere with our

engine.

I contacted [Operations] and informed them of the issue, and then spoke with

Maintenance Control. We also noticed that on the ground with the batteries turned on,

both shakers would activate for approximately 30 seconds and then settle down, even

though both AOA probes were in the down position.

We were then instructed by [Operations] to do a tail swap with another crew that had just

finished their day. This would allow us to continue with our scheduled reposition flight.

Lastly, Maintenance Control requested that I download and send them the aircraft's ACMF

[Aircraft Condition Monitoring Function] and FHDB [Fault History Database] logs via the

aircraft iPad and send them via email.

Although this is clearly an aircraft malfunction that could not really be avoided, it was a

scenario that I had never encountered before. Therefore, I was able to learn a few things.

I found the aural "STALL" warning to be very distracting while we were flying in the

pattern to return for landing. As the pilot monitoring, I was responsible for radio calls, but

I could barely hear ATC even with the volume turned all the way up because the aural

warning system kept yelling "STALL STALL STALL" the entire time. In addition to this, I

found it difficult to communicate with my crewmember because I had to have ATC turned

up to the max volume. We both found this distracting. I looked for an aural inhibit button

on the FMS panel quickly, but could not see anything. In addition to this, my first officer

mentioned that the yoke was rather stiff while flying with the shaker activated. We were

both glad to get on the ground.

Therefore, lessons that I learned include the following:

1) I gained awareness that the yoke feels stiff while the shaker is activated. Therefore, I

can be prepared for this if something similar to this happens in the future. Additionally, I

will be aware that it may be more difficult to flare the aircraft properly when coming in for

landing.

2) I learned that I should remember that the Aural Warning Inhibit rocker switch is located

on the Captain's side of the cockpit. During the hurry with everything going on, I

unfortunately forgot this. If I had remembered this rocker switch, I could have activated it

to mute the aural "STALL" warnings, making it a much better flight environment. My

thoughts go to "out of sight, out of mind" in regards to why I forgot the switch was over

there. Therefore, this is a good lesson learned for myself going into the future.

Synopsis

PC-12 pilot reported they returned to departure airport following false stall warnings

shortly after takeoff that may have been related to a bird strike on an AOA vane.

ACN: 1354441 (22 of 50)

Time / Day

Date : 201605

Place




Environment


Light : Daylight

Aircraft

Reference : X





Flight Plan : IFR

Mission : Passenger


Person : 1

Reference : 1








Person : 2

Reference : 2








Events

Anomaly.Flight Deck / Cabin / Aircraft Event : Other / Unknown

Anomaly.Deviation - Procedural : Weight And Balance






Assessments



Narrative: 1

While climbing out on the departure at approximately 13,500 feet and at 310 KIAS, we

experienced a bird strike on the radome aircraft left. The remains of the bird covered the

L1 window making it nearly impossible to see through. I was the Pilot Flying (PF) and

transferred control to the First Officer (FO). We diverted back [to departure airport].

Operations were normal.

Narrative: 2


Synopsis

Air carrier operation during climb experienced a major bird strike resulting in obscuration

of Captain's windshield. First Officer flew remainder of flight back to airport of origin.

ACN: 1347367 (23 of 50)

Time / Day

Date : 201604


Place



Environment


Light : Daylight

Aircraft

Reference : X

ATC / Advisory.Tower : ZZZZ


Make Model Name : Large Transport



Flight Plan : IFR

Mission : Passenger


Person

Reference : 1








Events


Detector.Person : Maintenance



Assessments



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 (24 of 50)

Time / Day

Date : 201604


Place




Environment


Aircraft

Reference : X



Make Model Name : Medium Large Transport



Flight Plan : IFR

Mission : Passenger


Person : 1

Reference : 1









Human Factors : Other / Unknown

Person : 2

Reference : 2











Person : 3

Reference : 3


Location In Aircraft : Cabin Jumpseat

Cabin Activity : Safety Related Duties


Function.Flight Attendant : Flight Attendant (On Duty)

Qualification.Flight Attendant : Current

Experience.Flight Attendant.Airline Total : 1



Person : 4

Reference : 4



Cabin Activity : Safety Related Duties




Experience.Flight Attendant.Total : 8

Experience.Flight Attendant.Airline Total : 8



Events





Were Passengers Involved In Event : Y








Assessments




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.

ACN: 1344386 (25 of 50)

Time / Day

Date : 201604


Place




Environment

Light : Daylight

Aircraft

Reference : X



Make Model Name : Medium Large Transport, Low Wing, 2 Turbojet Eng



Flight Plan : IFR

Mission : Passenger


Airspace.Class C : ZZZ

Component




Person : 1

Reference : 1








Human Factors : Troubleshooting




Person : 2

Reference : 2





Function.Flight Attendant : Flight Attendant In Charge



Events



Anomaly.Inflight Event / Encounter : Unstabilized Approach










Assessments



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 (26 of 50)

Time / Day

Date : 201603


Place




Aircraft

Reference : X

ATC / Advisory.CTAF : ZZZ


Make Model Name : Small Aircraft



Mission : Personal

Flight Phase : Taxi

Person

Reference : 1












Events




Result.General : Police / Security Involved

Result.General : Physical Injury / Incapacitation


Assessments



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 (27 of 50)

Time / Day

Date : 201603


Place




Environment


Aircraft

Reference : X



Make Model Name : B767-400 and 400 ER



Flight Plan : IFR




Component




Person : 1

Reference : 1









Person : 2

Reference : 2











Person : 3

Reference : 3










Events








Assessments




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 (28 of 50)

Time / Day

Date : 201602


Place




Environment


Light : Daylight

Aircraft

Reference : X



Make Model Name : Robinson R44



Flight Plan : None

Mission : Personal

Flight Phase : Final Approach


Airspace.Class G : ZZZ

Person

Reference : 1





Qualification.Flight Crew : Rotorcraft

Qualification.Flight Crew : Flight Instructor











Events

Anomaly.Conflict : Airborne Conflict

Anomaly.Deviation - Procedural : Other / Unknown


Detector.Person : Ground Personnel



Assessments




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.

ACN: 1328408 (29 of 50)

Time / Day

Date : 201601


Place

Locale Reference.Airport : TPA.Airport

State Reference : FL


Environment


Light : Daylight

Aircraft

Reference : X

ATC / Advisory.Tower : TPA


Make Model Name : B737 Next Generation Undifferentiated



Flight Plan : IFR

Mission : Passenger


Person : 1

Reference : 1









Person : 2

Reference : 2










Events








Assessments



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.

ACN: 1327278 (30 of 50)

Time / Day

Date : 201601


Place

Locale Reference.Airport : MTPP.Airport



Environment

Light : Daylight

Aircraft

Reference : X

ATC / Advisory.Tower : MTPP


Make Model Name : Large Transport, Low Wing, 2 Turbojet Eng



Flight Plan : IFR

Mission : Passenger


Person

Reference : 1










Events

Anomaly.Flight Deck / Cabin / Aircraft Event : Other / Unknown







Assessments



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 (31 of 50)

Time / Day

Date : 201601


Place

Locale Reference.ATC Facility : FXE.Tower

State Reference : FL


Environment

Light : Daylight

Aircraft : 1

Reference : X

ATC / Advisory.Tower : FXE


Make Model Name : Light Transport, Low Wing, 2 Turbojet Eng



Flight Plan : IFR

Mission : Ambulance



Airspace.Class D : FXE

Aircraft : 2

Reference : Y

ATC / Advisory.Tower : FXE


Make Model Name : Small Aircraft, Low Wing, 1 Eng, Fixed Gear



Mission : Personal


Person

Reference : 1

Location Of Person.Facility : FXE.Tower

Reporter Organization : Government

Function.Air Traffic Control : Supervisor / CIC

Qualification.Air Traffic Control : Fully Certified

Experience.Air Traffic Control.Time Certified In Pos 1 (yrs) : 20.0



Events


Anomaly.Conflict : Ground Conflict, Less Severe


Detector.Person : Air Traffic Control




Result.Air Traffic Control : Issued Advisory / Alert

Assessments



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.

ACN: 1324738 (32 of 50)

Time / Day

Date : 201512


Place

Locale Reference.Airport : LVJ.Airport

State Reference : TX


Environment


Light : Daylight

Aircraft

Reference : X


Make Model Name : Cessna Aircraft Undifferentiated or Other Model


Flight Plan : None

Mission : Personal

Flight Phase : Taxi

Route In Use : Direct

Person

Reference : 1






Qualification.Flight Crew : Commercial







Events

Anomaly.Deviation - Procedural : Security


Anomaly.Deviation - Procedural : FAR



Miss Distance.Horizontal : 50

Miss Distance.Vertical : 0



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 (33 of 50)

Time / Day

Date : 201601


Place

Locale Reference.ATC Facility : ZZZ.ARTCC



Environment


Light : Dawn

Aircraft

Reference : X







Flight Plan : IFR

Mission : Passenger


Airspace.Class C : ZZZ

Person : 1

Reference : 1








Human Factors : Troubleshooting




Person : 2

Reference : 2












Events


Detector.Automation : Aircraft Other Automation




Result.Flight Crew : FLC complied w / Automation / Advisory





Assessments



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 (34 of 50)

Time / Day

Date : 201601


Place




Environment


Light : Daylight

Aircraft

Reference : X

ATC / Advisory.Tower : ZZZZ





Flight Plan : IFR

Mission : Passenger


Person : 1

Reference : 1











Person : 2

Reference : 2















Events




Were Passengers Involved In Event : Y






Assessments




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 (35 of 50)

Time / Day

Date : 201512


Place




Environment


Light : Night

Aircraft

Reference : X






Flight Plan : IFR

Mission : Passenger



Component



Problem : Failed

Person : 1

Reference : 1








Person : 2

Reference : 2








Events









Assessments




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.

ACN: 1318501 (36 of 50)

Time / Day

Date : 201512


Place



Environment

Light : Night

Aircraft

Reference : X





Flight Plan : IFR

Mission : Passenger


Component



Person

Reference : 1

Location Of Person : Company


Function.Dispatch : Dispatcher

Qualification.Dispatch : Dispatcher


Events







Assessments



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 (37 of 50)

Time / Day

Date : 201511


Place




Environment


Aircraft

Reference : X


Make Model Name : Medium Large Transport, Low Wing, 2 Turbojet Eng


Flight Plan : IFR

Mission : Passenger


Component




Person : 1

Reference : 1












Person : 2

Reference : 2












Events





Result.Flight Crew : FLC complied w / Automation / Advisory



Assessments




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 (38 of 50)

Time / Day

Date : 201511


Place



Relative Position.Distance.Nautical Miles : 4


Environment

Flight Conditions : Mixed


Light : Night


Aircraft

Reference : X



Make Model Name : B737 Next Generation Undifferentiated



Flight Plan : IFR

Mission : Passenger




Person : 1

Reference : 1








Person : 2

Reference : 2










Events








Assessments



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 (39 of 50)

Time / Day

Date : 201511


Place

Locale Reference.Airport : RKS.Airport

State Reference : WY


Environment


Light : Night

Aircraft

Reference : X


Make Model Name : Regional Jet 200 ER/LR (CRJ200)



Flight Plan : IFR

Mission : Passenger

Flight Phase : Taxi

Person

Reference : 1












Events







Assessments




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.

ACN: 1309261 (40 of 50)

Time / Day

Date : 201511


Place




Environment



Light : Night


Aircraft

Reference : X



Make Model Name : PA-28 Cherokee/Archer/Dakota/Pillan/Warrior



Flight Plan : None

Mission : Training


Person

Reference : 1




Function.Flight Crew : Instructor









Events

Anomaly.Deviation - Procedural : FAR





Assessments




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.

ACN: 1306819 (41 of 50)

Time / Day

Date : 201510

Place




Aircraft

Reference : X



Person : 1

Reference : 1








Person : 2

Reference : 2








Events

Anomaly.Flight Deck / Cabin / Aircraft Event : Smoke / Fire / Fumes / Odor







Assessments



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 (42 of 50)

Time / Day

Date : 201510


Place

Locale Reference.Airport : SJC.Airport

State Reference : CA

Environment


Light : Daylight

Aircraft

Reference : X

ATC / Advisory.Tower : SJC





Flight Plan : IFR

Mission : Passenger


Component

Aircraft Component : Engine



Person : 1

Reference : 1












Person : 2

Reference : 2












Events

Anomaly.Flight Deck / Cabin / Aircraft Event : Smoke / Fire / Fumes / Odor










Assessments



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.

ACN: 1304806 (43 of 50)

Time / Day

Date : 201510


Place

Locale Reference.Airport : JFK.Airport

State Reference : NY


Aircraft

Reference : X

ATC / Advisory.Tower : JFK


Make Model Name : Airbus 318/319/320/321 Undifferentiated



Flight Plan : IFR

Mission : Passenger


Nav In Use.Localizer/Glideslope/ILS : Runway 04R


Route In Use.STAR : LENDY6

Airspace.Class B : JFK

Person

Reference : 1








Events






Result.Flight Crew : Returned To Clearance


Assessments


Primary Problem : Airport

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.

ACN: 1300748 (44 of 50)

Time / Day

Date : 201510


Place

Locale Reference.Airport : DFW.Airport

State Reference : TX

Environment

Light : Daylight

Aircraft : 1

Reference : X

ATC / Advisory.TRACON : D10


Make Model Name : MD-82



Flight Plan : IFR

Mission : Passenger



Airspace.Class B : DFW

Aircraft : 2

Reference : Y


Make Model Name : UAV - Unpiloted Aerial Vehicle

Mission : Personal


Airspace.Class B : DFW

Person

Reference : 1




Function.Flight Crew : Other / Unknown







Communication Breakdown.Party2 : ATC

Events

Anomaly.Conflict : NMAC

Anomaly.Deviation - Procedural : Landing Without Clearance



Result.Air Traffic Control : Issued Advisory / Alert

Assessments





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 (45 of 50)

Time / Day

Date : 201510


Place




Environment


Aircraft

Reference : X

ATC / Advisory.Ground : ZZZ





Flight Plan : IFR

Flight Phase : Taxi

Person

Reference : 1












Communication Breakdown.Party1 : Flight Attendant


Events






Assessments



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 (46 of 50)

Time / Day

Date : 201510


Place




Environment


Aircraft

Reference : X



Make Model Name : MD-11



Flight Plan : IFR

Mission : Cargo / Freight




Person

Reference : 1







Events




Were Passengers Involved In Event : N




Assessments



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 (47 of 50)

Time / Day

Date : 201509


Place

Locale Reference.Airport : S43.Airport

State Reference : WA


Environment



Light : Daylight

Ceiling : CLR

Aircraft : 1

Reference : X

ATC / Advisory.CTAF : S43


Make Model Name : Small Aircraft, Low Wing, 1 Eng, Fixed Gear



Flight Plan : None

Mission : Personal


Route In Use : None

Airspace.Class G : S43

Aircraft : 2

Reference : Y

ATC / Advisory.CTAF : S43

Aircraft Operator : FBO

Make Model Name : Helicopter



Flight Plan : None

Mission : Training


Route In Use : None

Airspace.Class G : S43

Person

Reference : 1










Qualification.Flight Crew : Sea

Qualification.Flight Crew : Glider









Events

Anomaly.Conflict : NMAC

Anomaly.Deviation - Track / Heading : All Types




Miss Distance.Horizontal : 75

Miss Distance.Vertical : 0



Assessments




Primary Problem : 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 (48 of 50)

Time / Day

Date : 201509


Place

Locale Reference.Airport : MUE.Airport

State Reference : HI


Environment


Light : Dawn

Aircraft

Reference : X

ATC / Advisory.CTAF : MUE


Make Model Name : Commercial Fixed Wing



Flight Plan : IFR

Mission : Passenger


Route In Use : Direct

Airspace.Class G : HCF

Person

Reference : 1









Experience.Flight Crew.Total : 901.8

Experience.Flight Crew.Last 90 Days : 263.9

Experience.Flight Crew.Type : 869.3




Events




When Detected.Other


Assessments




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 propeller. I didn't see it go through the propeller, and neither of us

felt a "thud" or any sort of impact from the bird. All of our engine instruments were

reading normal, there were no unusual vibrations from the propeller, and none of our

avionics or radios had gone offline. Although we were no more than a couple miles from

the airport and a thousand feet or so in altitude, we elected to continue to our destination.

The flight continued uneventfully. Upon arrival, we discovered some residue from the bird

that we had hit on a four inch section of one of the propeller blades. That was the only

evidence that we had of a bird strike, and the plane took no damage elsewhere. The

propeller blade suffered nothing more than a few smears, and maintenance quickly

inspected and returned the aircraft to service.

In hindsight, our decision to continue was unsafe. We had no idea if or how much damage

the aircraft had taken, if it had taken any at all. We were close to the airport and could

have easily returned for landing. There is no maintenance base, though, but that is no

excuse to [not] land there. And since we were just rotating as the bird struck, I could have

called to abort the takeoff, as we had more than enough runway available to stop the

aircraft. Both of our decision making was hindered that day, as we were both tired and

had already started the flight catching errors.

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 (49 of 50)

Time / Day

Date : 201508


Place

Locale Reference.Airport : 2G2.Airport

State Reference : OH


Environment



Light : Dusk

Ceiling : CLR

Aircraft

Reference : X

ATC / Advisory.CTAF : 2G2


Make Model Name : Small Aircraft



Flight Plan : None

Mission : Personal



Person

Reference : 1













Events






Assessments




Narrative: 1

Struck a deer immediately after touching down in wheel landing mode. Deer crossed in

front of aircraft from left side while executing a normal landing on runway 32 at Jefferson

County Airpark (2G2). I was able to maintain complete control of aircraft during the event.

Visible damage caused by strike includes prop, right gear fairings, under belly panels,

venture, and transponder antenna. No personal injuries to me or passenger were

sustained. There was no time afforded to take evasive action prior to strike without risking

a groundloop and risking further damage and/or personal injury. The landing lights were

on during the landing and 2 notches of flaps were used which is the normal mode of

configuration. A clearing approach to landing was made immediately prior to the landing in

question in order to attempt to clear the area of wildlife.

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 (50 of 50)

Time / Day

Date : 201508


Place

Locale Reference.Airport : STP.Airport

State Reference : MN


Environment


Weather Elements / Visibility : Cloudy


Light : Daylight


Aircraft

Reference : X

ATC / Advisory.Tower : STP

Make Model Name : Gulfstream Jet Undifferentiated or Other Model


Flight Plan : IFR

Mission : Passenger


Person : 1

Reference : 1



Reporter Organization : Fractional








Person : 2

Reference : 2










Events









Assessments




Narrative: 1

Departing runway 14 from St. Paul (KSTP) we had a bird strike during the takeoff roll.

After being cleared for takeoff, we took the runway and commenced the takeoff roll. At 60

knots the PM (Pilot Monitoring) called "power set", followed then by the call "80 knots". At

that moment I noticed a bald eagle coming at us from the right, only a few meters from

the nose. I stated "bird" and attempted to steer the aircraft slightly to the left. The eagle

continued toward our aircraft and flew under the nose. At approximately 90 knots the PM

called "abort" at the same time I had pulled the throttles back to idle and deployed the

thrust reversers. The PM then deployed the speed brakes as a backup to the abort

procedures. The aircraft was brought to a slow speed and we cleared the runway at

taxiway A2. During post flight it was discovered that the eagle had struck our nose gear,

then the left leading edge wing root followed by the lower left engine cowl. [Maintenance

Control] was advised and immediately cleared the bird remains from runway 14, and we

met with the USDA back in our hangar before departing with another aircraft to complete

the mission.

Narrative: 2


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.

Bird or Animal Strike Reports - Aviation safety · PDF fileASRS Database Report Set . Bird or...

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