A319 flight crew reported an inflight shutdown of engine #1 due to the indication of fire in the engine caused by a bird strike. The flight crew then performed an air turnback.
Synopsis
A319 flight crew reported an inflight shutdown of engine #1 due to the indication of fire in the engine caused by a bird strike. The flight crew then performed an air turnback.
Narrative
Flight was scheduled as Aircraft X on Day 0 from ZZZZ to ZZZ. Scheduled takeoff time was XA:20 local ZZZZ-time and scheduled landing time was XF:09 ZZZ-time. This was my 10th flight in the left seat during my Captain's IOE after flying as an A320 FO (First Officer) for approximately 5 years. Check Pilot was in the FO seat. Our clearance was on the ZZZZZ to ZZZZZ1 up to FL380. Preflight and taxi were normal. Takeoff was made by me from the Captain's seat off Runway XX. It was a flaps 3 flex mode takeoff with a slight headwind. Takeoff was normal through thrust reduction altitude. Just after thrust reduction at just over 1;000 ft. AGL; I maneuvered the aircraft to avoid a flock of approximately six what appeared to be large black birds that passed under the right wing. Just a few seconds later; a flock of approximately four of the same large black birds passed over the left wing; and at least one of those birds was ingested by the number one engine. There was a loud bang at the sound of the impact; the left engine immediately began vibrating loudly; and the Master Warning continuous repetitive chime went off. I said 'my aircraft;' continued flying aircraft; and engaged autopilot 1. The Check Pilot analyzed the situation and determined it was not a quick action item or ECAM exception. After a brief discussion; we decided that I would continue flying the aircraft and the Check Pilot would run the ECAM actions. At engine out acceleration altitude I selected the speed to 180 kt. and requested flaps 1 and continued climbing. We stayed at this speed and configuration until beginning the approach. We continued flying the ZZZZZ through the turn to the north for a short time while the Check Pilot worked through ECAM actions. We eventually reached 8000 ft. and leveled off.The Check Pilot and I each spoke to the FAs (Flight Attendant) over the cabin interphone during the first couple minutes after the bird strike. The FAs told us what they knew about the incident from their perspective. By the second time we spoke; the Check Pilot had put out the engine fire and I notified the FAs of this. The Check Pilot; who is fluent in the country's language and could communicate well with ATC; handled radio communications. All of his communications were in English. The Check Pilot [requested priority handling] as we were flying north on the ZZZZZ. Departure Control cleared us for a right turn direct to the airport; but the Check Pilot requested a more southerly heading to line us up for an approach; and also requested a descent to 6;000 ft. The Check Pilot requested ARFF (Airport Rescue and Firefighting) equipment to be positioned at the runway.The Check Pilot completed ECAM actions and QRH follow-up actions. I activated and confirmed approach mode; changed our destination to ZZZZ; and updated the PERF (Performance) Page with our landing weather. The Check Pilot loaded the RNP Y XY approach - ILS glideslope was out of service. The Check Pilot sent a message to Dispatch; and very calmly spoke with the FAs and passengers. He informed the FAs that we would be doing a precautionary landing back at ZZZZ. The Check Pilot gave the passengers a description of the situation and told them we were returning to ZZZZ. We ran the After Takeoff Checklist; Descent Checklist; and verified and briefed the approach. I flew towards ZZZZZ2 and flew through the inbound course to set up for a right turn to teardrop onto the inbound approach course. At some point before ZZZZZ2 inbound we leveled off at 6;000 ft. I configured with gear and flaps 3 prior to ZZZZZ3 and we ran the Before Landing Checklist. Autobrakes were medium. I landed on Runway XY and used full reverse thrust from engine number two and began braking immediately. We stopped just prior to Taxiway XX. The fire personnel looked over the aircraft and cleared us to taxi to parking. Ground Control cleared us to Gate XX where we parked the aircraft.Cause: Bird strike to the number 1 engine. Suggestions: Continue to emphasize the dangers of bird strikes.
Second reporter narrative
I am a Company Check Pilot. I was giving Operational Experience; OE; to a Captain upgrade; to include [several] location qualifications. The flight was the return flight; from ZZZZ to ZZZ; on Day 0. The Captain upgrade had already flown 8 flights and 7 landings with a previous Check Pilot; and was a previous First Officer on the A320 aircraft for approximately 5 years. Scheduled takeoff time was XA:20 local ZZZZ-time and scheduled landing time was XF:09 ZZZ-time. Our clearance was on the ZZZZZ to ZZZZZ1 up to FL380.Preflight and taxi were normal. We took off from ZZZZ at XA:31 local time from Runway XX. The takeoff was made by the Captain upgrade from the left seat. It was a normal flaps 3 flex takeoff with a slight headwind. At approximately 1;100 ft. AGL and just after thrust reduction; I saw a flock of approximately six large black birds on the right side of the aircraft. I called 'birds;' and the Captain upgrade maneuvered the aircraft to avoid the birds. Unfortunately; there was another flock of approximately 4 of the same birds on the left side of the aircraft; and immediately we heard a loud thump; accompanied by moderately loud vibration; followed by engine #1 fire indications.The Captain upgrade stated 'my aircraft' and continued flying the aircraft. I began the strategy; after analyzing the situation. After reviewing the Quick Reference Card; QRC; I determined it was not a quick action item or ECAM exception. Following a brief discussion; as a crew; we decided that the Captain upgrade would continue to fly the aircraft and I would run the ECAM actions.Upon reaching engine out acceleration altitude; I commanded the Captain upgrade to hold 180 kt. He requested flaps 1 and continued climbing. We maintained this speed and configuration until reaching 8;000 ft. MSL; while flying the ZZZZZ departure.The flight attendants called numerous times over the cabin interphone within minutes ensuing the bird strike. They reported smoke in the aft cabin and fire in the left engine. I told them we were aware of the situation and were in the process of taking appropriate action and returning to the airport. I asked them to remain calm and I would get back to them soon as conditions permit. I continued running the ECAM actions and was able to put the fire out after discharging the first bottle. It was at this time; I [requested priority handling] with ZZZZ Approach; who cleared us to proceed direct to the airport. I then requested a south heading and descent to 6;000 ft.; which enabled us to clear the local terrain. Additionally; it is the FAF intercept altitude for the RNAV Runway XY. During our thorough preflight planning from ZZZ; we became aware that the ILS was out of service in ZZZZ and not an option. Due to factors such as being fluent in the local language; I decided to handle all ATC communications; although all communications were accomplished in English. To follow suit; I then requested ARFF (Aircraft Rescue and Firefighting) equipment to meet the aircraft after landing; and completed the After-Takeoff Checklist.I accomplished the ECAM and QRH follow-up actions; then sent free text message to Dispatch; communicated to the flight attendants to give them a quick update on the situation and informed them that we would be doing a precautionary landing at ZZZZ. To conclude; I made a PA to the passengers and prepared to complete the remaining normal checklists before landing. The Captain upgrade changed the destination and I selected the RNAV Y Runway XY. He then activated and confirmed approach mode; updated the PERF (Performance) Page with current weather conditions and flew towards ZZZZZ2; IF. The Captain upgrade informed me he intended to fly through the inbound course to set up for a right turn to teardrop onto the inbound approach course. He was level at 6;000 ft. before ZZZZZ2. We briefed the highlights of the approach and completed the Before-Landing Checklist.The Captain upgrade questioned if we should land flaps 3 or flaps full; to which I decided on flaps 3; due to single engine go-around considerations. We configured with gear; flaps 3; and medium autobrakes prior to ZZZZZ3. Since it was apparent he had good aircraft control; I made the decision to continue to let him fly the approach and land overweight. He landed on Runway XY; using full reverse thrust from engine number two along with immediate manual braking. We came to a complete stop just prior to Taxiway XX. The fire personnel looked over the aircraft; clearing us to taxi to parking. Ground Control cleared us to Gate XX where we brought the aircraft to a final stop.Although we were visually inspected by ARFF personnel; I questioned their ability to assess and conduct firefighting procedures on the aircraft. My intuition further increased after personnel arrived up in a small yellow truck; with no alert or safety flashing lights. They were in direct communication with us and Tower; where communications were in the local language. I am still perplexed by what kind of safety equipment they use; their firefighting capabilities; and what initial and recurrent training consists of. Pilots need to be aware of what to expect in case of an emergency. I am awaiting further information from the ZZZZ General Manager.Cause: Flock of birds on both sides of the aircraft. Unfortunately; airports in ZZZZ2 do not have a wildlife animal control at their airports. It would be nice if something similar to what we do in the States could be introduced in these countries.
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Source: NASA Aviation Safety Reporting System (public domain). Reports are voluntary submissions and are not verified by NASA.