A319 flight crew reported a bird strike occurred during rotation followed by significant airframe vibration. Flight crew returned to airport and landed safely.
Synopsis
A319 flight crew reported a bird strike occurred during rotation followed by significant airframe vibration. Flight crew returned to airport and landed safely.
Narrative
Pre-flight; flight deck setup; departure briefing; pushback; engine start; and closeout brief were all normal and conducted in accordance with SOP. The ATIS noted 'BIRD ACTIVITY IN VCY OF ARPT;' but there was nothing unusual observed. We taxied to runway XXL via taxiways 1; 2; 3; 4; and 5. All checklists were completed in a timely and appropriate manner.After receiving takeoff clearance from the tower; the captain entered the runway; aligned the aircraft with the centerline; and transferred control to me; as it was my leg to fly. I set power for a Flex Takeoff and began the takeoff roll.Of note: Runway XXL has a rise that creates a hump in the middle; making it impossible to see from one end to the other. We made the standard 80 knots callout prior to cresting the hump. As we crossed over the top; I began to make out three large brown and white birds in the distance. Due to the rapid nature of the events; I cannot estimate how far away they were; but we were closing on them quickly.Normal V1 and 'rotate' callouts occurred just over the crest. As I lifted the nose of the aircraft off the runway; the birds took flight. One veered hard left; another hard right; and the center bird flew up and slightly to the right -- likely the one that struck the aircraft. I raised the nose further in an attempt to climb above the birds. At that moment; the aircraft began producing a medium vibration and roaring sound. I momentarily dipped the nose in response to the startle; but the captain reminded me to maintain the climb.Above 400 feet; I turned to the previously assigned 220° heading. We decided not to change the aircraft configuration; as the extent of the damage was unknown and the aircraft was flying well. At some point; the tower called to ask if we needed assistance; as our engine noise was audible to the tower. The captain informed them of a suspected bird strike with unknown damage. I believe it was then that the captain [requested priority handling] over the radio.The captain then selected 190 knots in the speed window to prevent flap overspeed. We continued climbing while initiating initial troubleshooting. The only abnormal indication was the right engine vibration reading 9.9; blinking and in bold. There were no other engine anomalies or ECAM messages that I recall. There was also concern the landing gear may have been struck.We leveled off at 4;000 feet; as assigned in our PDC. The autopilot was engaged; and I took over communications. After discussing the situation and with my concurrence regarding the possible issue; the captain initiated the High Engine Vibration procedure for ENG 1(2) HIGH VIBRATION. Under the captain's supervision; I reduced thrust on the right engine until vibrations fell below the advisory level. At that point; both the noise and vibration decreased significantly.Throughout this time; the captain maintained communication with the flight attendants and passengers; as workload allowed. While the captain ensured all procedures were properly completed; I maneuvered the aircraft to remain clear of clouds and coordinated with ATC to position us for an optimal approach to runway XXR.After the approach was loaded and briefed; the captain asked our two jumpseaters if they had any recommendations. They did not.At that point; I asked the captain to take over for the landing. He called for the descent checklist. After a few additional vectors to intercept the final approach course; we conducted the ILS XXR approach with flaps 3 to minimize configuration changes. The landing and rollout were uneventful.We remained on the runway to allow airport vehicles to inspect for any additional damage. After being cleared to taxi; we started the APU; shut down the right engine; and taxied toward the terminal. We did not change any configurations to avoid causing further damage. We returned to Gate XXX for a normal shutdown.Post flight inspection confirmed damage to at least five first-stage blades in the right engine; with biological evidence of a bird strike present. The entire crew debriefed afterward. The flight attendants noted that the captain's communication and coordination throughout the event were textbook and could have served as a training video. The captain and flight attendants executed the entire situation flawlessly.Unfortunately; wildlife events at airfields are not a new issue and are difficult to mitigate. Had we been able to see the entire runway; this situation might have ended differently. However; high-speed rejected takeoffs due to a potential bird strike can be very dangerous and should not be considered standard operating procedure.Two recommendations based on this event: Continued research into some form of acoustic deterrence that could be installed on aircraft. Training scenarios that reflect situations where there are no clear or obvious solutions.
Second reporter narrative
It was a normal pushback and taxi out. It was the first officer's leg; and the weather was VFR. On the takeoff roll; I called 'V1; rotate' and then looked up from the PFD. At this moment; I saw three large; brown birds lifting off the runway. There was no time to react in any meaningful way; as an abrupt pitch up would have caused a tail strike. We impacted at least one of the birds as it went under the aircraft and immediately felt significant airframe vibration. I told the FO; 'Leave the gear down; climb.'I scanned all instruments and noticed nothing out of the ordinary. No caution messages. At this time; I suspected gear damage. At about 500 ft the tower asked; 'do you require assistance? I responded;d "Yes; but standby; I will get back with you."At acceleration altitude; I said; "Bring it back to climb;' and all engine indications were normal. We selected Flaps 1 to reduce drag. Thinking out loud; I said we are not going to ZZZ1; so let's leave flaps 1 gear down and circle to come up with a plan. I told my first officer to utilize the autopilot and asked if he was in the green. I said that he is going to fly and will take over the radios after I communicate the plan to ATC.I noticed the FAs were calling and told the FO I would be off for one moment. I told them; 'We hear the issue and are working on it. Don't have time right now; but will get back to you.'At this point; we noticed that the lower EWD was displaying the engine page; and the N1 VIB on the number 2 engine was 9.9 and blinking. We needed to inform ATC that we required delay vectors to run a checklist. I requested priority handling and said we need priority handling and delay vectors to come up with a plan for return.'They said copy and told us it sounded like a C-130 on takeoff; it was so loud. I asked for a runway inspection for any parts of the airplane on the runway.We then ran the QRH for high vibration; which calls to reduce engine thrust to maintain vibration level below advisory. With the FO flying; I asked him to slowly reduce thrust on number 2. He put his hand on the number 2 engine; and I said; 'confirmed.'He reduced the thrust slowly; and we monitored. With a reduction in thrust; the vibration decreased to a 3 (or so); and I said; 'Good; leave it there.'ATC asked for souls on board and fuel. I responded and communicated the plan to return to ZZZ. I called the FAs and then made a PA to reassure the passengers. Then I used the iPad to call dispatch and quickly said; 'bird strike; airframe vibration; gear down; returning to ZZZ NOT overweight;' and he understood all. At this time; I ran the non-routine landing considerations checklist and requested priority handling with ATC.FO wanted me to land as he was newer on the airplane. I built the return in FMS for landing back in ZZZ and briefed approach (same runway we landed on 1.5 hours before). Elected to do a flaps 3 approach due to possible engine failure if needed to go around. Took the aircraft and called for the descent checklist. Flew normal ILS. Landed normally. Stopped on the runway and asked for an inspection. Shut down number 2 and returned to the gate.Cause: Birds."
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Source: NASA Aviation Safety Reporting System (public domain). Reports are voluntary submissions and are not verified by NASA.