2025-08 · NASA ASRS report 2275015
C172 Flight Instructor and solo student reported the student experienced a bird strike during takeoff roll and rejected the takeoff. After finding the aircraft incurred some damage; the Flight Instructor flew the aircraft back to home airport.
At about XA:30; a student was on their first solo cross country in a Cessna Skyhawk 172M. Following the limitations and endorsements placed in their logbook the student flew to a non-towered airport; conducted a full stop landing; cleared the runway; ran the proper checklists; and prepared for takeoff. According to the student; during the takeoff roll; and just prior to Vr;a large flock of Canadian geese came into his peripheral vision flying left to right and impacted the front of the aircraft. The student immediately and without delay executed an aborted takeoff procedure which is practiced with all students. Thankfully no injury was sustained to the student.The student cleared the runway and was able to taxi to the ramp and shutdown with no visible or noticeable damages to the aircraft. The student then called me; their CFI; and explained the situation; I left home and drove promptly to the airport to see if the aircraft was safe to fly or if it should be grounded and my student given a ride to our home airport. During the drive the student sent me picture's of the damage which I forwarded to the manager of the airport who own and operate the Cessna Skyhawk 172M that had the bird strike; and a Maintenance Inspector (I/A) who both commented that it looked safe to fly as long as I found no damage to the propeller; but it was obviously my discretion as PIC; it appeared cosmetic only in nature; only fracturing the front right cowling beneath the right air intake cowling downwards vertically for about 5 inches; and chipping paint.Upon arriving at the airport where the incident took place; I left all flight equipment in my vehicle; headset; flight bag; etc; in order to relieve any hazardous attitudes such as impulsivity. I approached the aircraft and met and spoke with my student; another private pilot and his brother who had landed shortly after the bird strike and were talking with my student. I asked my student if on impact he felt a difference in engine power; either on engine gauges or any vibrations; he said he reduced power so quickly he wasn't sure; I asked if during taxi after the bird strike if anything was abnormal; he said no. The private pilot and brother who had been talking to my student said they found three (3) dead geese on the runway after landing and removed the bodies from the runway surface.I took more pictures and forwarded them to the airport manager and the I/A who repeated their previous statements. I began a thorough inspection of the cowling; air intakes; alternator belt; carburetor air filter; propeller; and spinner. The damage found was in the following places; chipped paint on the nose of the cowling; a 4-6 vertical fracture of the cowling to the right of the spinner; and a half to one inch scrape on the alternator belt; and 3-5 one inch or smaller fractures throughout the cowling that did not appear to jeopardize the structural integrity o the cowling. While I found no visible damage to the propeller; no nicks; dings; cracks; imbalance; etc;. However there was a small amount of residue on the propeller; it was not blood or feathers; I believed it to be the innards of a goose who had struck the cowling so hard it exploded. At this point I deemed it safe to start; and I conducted a full and thorough pre-flight of the entire aircraft In Accordance With (IAW) applicable regulations and manufacturer recommendations. I found the airplane safe and legal to fly back to its home airport 53NM away. With the pre-flight finished and nothing else of note found; I decided to start it; do a run up; and if I found anything abnormal I would return to the ramp and ground it. After following the checklist all the way through an engine run up and finding no vibration or imbalance; or any other evidence of a propeller strike. I went full power with the brakes locked and still noticed nothing abnormal. I flew the aircraft solo back to its home airport with flight following the entire way; I had given my student my keys after I deemed it safe to fly and asked him to drive my car and meet me at our home airport. I landed safely and without incident and stowed the aircraft. I file this report because the owner may file insurance; I file this report because in the post bird strike inspection at the home base by the aircraft's primary I/A; he declined to sign it off based on suspicion of a prop strike. I understand I could have grounded it and had it inspected; and perhaps I should have; however I firmly believe and have no doubt that I followed the proper regulations and protocols and conducted a safe and legal flight.
At approximately XA:00 I completed my instructor endorsed solo flight from ZZZ1 to ZZZ landing on runway XX. I came to a full stop and parked at the FBO. Upon reentering plane; I performed the required startup procedures per the 172 checklist including obtaining ATIS report. Winds were not reported but were calm at the surface. Visibility 10 sm. I decided to depart on runway XY. I taxied from the FBO to hold short on runway XY. I completed the before takeoff checklist and communicated my intentions on the CTAF to takeoff on runway XY departing to the south to return to ZZZ1. I checked all directions for incoming aircraft. I taxied onto runway XY which was clear and applied takeoff power. As I approached Vr (60 mph) a large number of geese came from the north out of the cornfield. Several geese attempted to take flight as the plane approached. I swerved to the right in an attempt to avoid contacting the geese. Three geese struck the front and right side of the cowling. I immediately reduced power to idle and aborted takeoff. I was able to maintain the plane on the runway with aerodynamic braking and toe brakes. After coming to a stop on the runway; I taxied back to the FBO and parked the plane. After engine shutdown I inspected the damage. The front cowling to the right of the spinner was fractured vertically 4-6 inches. There was several smaller fractures/paint damage on the right side that appeared cosmetic in nature. A large spray of blood could be seen below and on the right side of the plane. There was no visible damage to the propeller. There was no blood or feathers on the propeller. I called my CFI immediately after inspecting the damage. After confirming I was uninjured; he asked about damage to the plane. He stated he would reach out the owner of the airplane and asked for me to send pictures of the damage. After sending the pictures; he asked if I noticed any reduction in RPM or changes in engine power upon impact. I told him after impact I immediately pulled the power to idle and was focused on maintaining the runway so I did not focus on the engine. He said he would come immediately to ZZZ and inspect the damage and take me home if needed. While I was waiting another plane landed on runway XY. The pilot and passenger were brothers who operated out of ZZZ. They verified that I was not injured and offered to remove the carcasses from the runway. After removal they verified that there were three dead geese. They offered me a ride home and confirmed that I was uninjured. I thanked them for the offer and explained my CFI would be arriving shortly. When my CFI arrived; he first verified I was uninjured. He evaluated the plane and found the plane with the damaged cowling. The fracture was vertical in nature but did not compromise safety. My CFI stated that I would be driving his car back to ZZZ1 but he would be doing a thorough inspection of the airplane and determine if it was able to be flown back. The CFI would call me to return and pick him up if he found any reason the plane would not be safe for flight. I left the airport at approximately XB:00 and drove to ZZZ1. After arriving at ZZZ1; my CFI had already landed without incident. The home base Maintenance Inspector (I/A) declined to sign off on airworthy status after it was returned by the CFI on the suspicion of a propeller strike. As such an insurance claim is to be filed and this report was requested for that claim.
Source: NASA Aviation Safety Reporting System (public domain). Reports are voluntary submissions and are not verified by NASA.
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