B767-300 crew reported a bird strike prior to V1; causing high vibration readings on engine. Crew returned to departure airport.
Synopsis
B767-300 crew reported a bird strike prior to V1; causing high vibration readings on engine. Crew returned to departure airport.
Narrative
On Day 0 myself as pilot flying; First Officer (FO) Person A as pilot monitoring and an FO and Captain (CA) as additional operating crew were operating Aircraft X from ZZZZ to ZZZZ1. All preflight operations were normal and a normal taxi out to the active Runway XXR was accomplished. Upon entering Runway XXR and cleared for take-off; normal procedures were accomplished and the take-off roll was normal. After 80 kts. thrust set was called and verified and approximately before V1 a flock of birds crossed the aircraft's path from right to left. Approximately 6 to 12 dark colored birds were observed by myself crossing in front of the aircraft. V1 was called and a normal rotation was accomplished when I noted a non normal (louder; different) sound from the right side of the aircraft and realized that we had a potential bird strike on the right side/engine of the aircraft. The other FO identified the engine vibration was climbing from approximately 0.8-4.7 during the climb out. I stopped the climb at 2000 ft. and pulled power back to reduce the engine vibration. We [requested priority handling] with ATC and we requested to return to ZZZZ airport and landing on XXR a take-off; decent; and approach checklist was completed and then I instructed the other FO to advise the purser to have everyone stay seated with seat belts and our intent to return and land at ZZZZ airport. We then prepared for landing at ZZZZ Runway XXR; all checklists and landing procedures were verified by all crew and normal landing was accomplished on XXR with no abnormalities. A normal taxi to stand x was accomplished with Crash Fire Rescue (CFR) following the aircraft as a precaution to the parking stand. Upon shutting down and all checklists complete a full walk around was done. Damage to the right engine was identified and photos were taken confirming that a bird strike did happen. I then called the Company and spoke to Dispatch to let them know of the situation and we were all safe on the ground at ZZZZ. I asked Dispatch to pass along message information to the Chief Pilot; Fleet Manager; and operations of the situation. After a bit I received a phone call from the Duty Pilot asking about the situation and I explained everything. Then asked the Duty Pilot to pass along all information to the chief pilot; fleet manager; and operations of the current situation. From there we as a full crew (all pilots and Flight Attendant's) left the aircraft and I turned the aircraft over to Maintenance.
Second reporter narrative
At XA45Z; we were taking off Runway XXR out of ZZZZ as we noticed a flock of birds flying in front of us from right to left. We were accelerating through 80 kts. when I Pilot Monitoring (PM) noticed that our thrust setting was set but our engine vibration on the right engine was about two units higher than on the left engine. As we accelerated through V1 and Vr; we lifted off and could see the engine vibration steadily increase from 3.8 units to 4.1 units by the time we hit 1000 ft. AFE and selected VNAV and continued climbing. In the climb they observed a continued increase in the engine vibration and the unusual noise coming from the right side. The maximum observed vibration was 4.7 units when the Pilot flying (PF) still hand flying reduced the thrust levers and wanted to amend our initial departure clearance which had us climb to 4000ft. I told ATC that we want to turn back to ZZZZ and land because we assumed a bird strike on take-off and that we are requesting 2000 ft. for now.On the climb out we switched frequencies and had some issues communicating to ATC of our intentions. So; we [requested priority handling]; got a new heading and lower altitude. The third pilot in the observer seat called the Flight Attendants and advised them to stay seated and that we will return back to ZZZZ in a matter of minutes; due to an expected bird strike and high engine vibration on the right side. Also; while that was happening we were descending to 2000 ft. at flaps 5 and momentarily exceeded the flap limit speed of 230 kts. Retracted the flaps from 5 to 1; slowed down; leveled off; then; we then turned on the center autopilot and went back to flaps 5. After about two right turn vectors we were now on downwind for Runway XXR and confirmed that we were below max landing weight. So; I got the landing performance; set up and identified the ILS and completed the following checklists together with the Captain (CA)/PF. After take-off; descent; and approach checklist. We were cleared for the ILS XXR and landed at XB00Z and were back at the gate at XB04Z.Cause - Bird strike on take-off causing the increasing engine vibration on the right engine and the associated unusual noise coming from the right hand side. The unusual event; the language barrier; the startle effect; hand flying and amended clearances; increased everybody's workload tremendously. A high speed rejection would have been possible but was not necessarily the safest course of action given the heavy weight; high 41 degree Celsius outside air temperature and no other abnormal indication than a higher engine vibration.Suggestions - I should have spoken up sooner to suggest the usage of the autopilot. It would have helped to reduce the workload; significantly. Also; we should have [requested priority handling] sooner; this could have reduced the amount of talking on the radio; which then would have freed up more time to do other things; such as setting up the FMC; completing the checklists; briefing the approach and the Flight Attendants; instead of doing a couple of things at once. I should have slowed down; taken a deep breath and made sure everything gets completed in a methodical and not rushed manner.
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Source: NASA Aviation Safety Reporting System (public domain). Reports are voluntary submissions and are not verified by NASA.