bird or animal strike reports - aviation safety reporting system

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

bird or animal strike reports - aviation safety reporting system

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