B757 flight crew reports bird strike just prior to V1 during takeoff. Once airborne; vibration is noted and the decision is made to return for an overweight landing. Fan damage is noted after engine shut down.
Synopsis
B757 flight crew reports bird strike just prior to V1 during takeoff. Once airborne; vibration is noted and the decision is made to return for an overweight landing. Fan damage is noted after engine shut down.
Narrative
The takeoff roll was initiated and normal in all respects. Prior to V1; I noticed a large hawk flying in towards the aircraft. I told the Captain that I thought we might be about to hit a bird. I saw the bird change course at the last minute and head down the right side of the aircraft thinking it would be very close to the right engine. Prior to switching to departure frequency I reported to Tower that we may have had a bird strike. The Tower copied the report and then we switched to departure. We then began to smell what we thought was a burning smell from the bird being ingested into the right engine and detected a higher than normal vibration level from the engine. We initially leveled at 3000 ft; completed the after takeoff checklist and began to assess the right engine for any indications of damage. All engine indications appeared normal and with the power reduction the vibration had gone away. ATC then cleared us to climb to 4000 ft and as the power was increased towards climb power a moderate vibration returned to the right engine. The Captain then informed me that we would just go ahead and return to ZZZ and get the engine inspected for damage. I informed ATC of our intentions to return and we were given immediate vectors to Runway XXC at ZZZ. The Captain then talked to the flight attendants and passengers to let them know what had happened and our intentions. They informed us then that they were smelling some kind of burning smell as well. By now we were on a high right base to XXC and ATC cleared us for a visual approach and switched us to Tower and we were cleared to land and informed of ground equipment standing by. We completed all remaining checklists and configured for the final approach to landing. We were given such a tight vector and thus high on the initial approach clearance. The Captain decided to make a flaps 25 landing due to higher airspeed needed to get back on normal profile and due to the fact that target approach speed being only a few knots under max speed for flaps 30. The Captain performed a very nice approach and made a very nice soft touchdown for our overweight landing. The aircraft was slowed using reverse thrust and normal braking. We made a turn off at the far high speed turnoff and the Captain brought the aircraft to a stop for inspection by emergency ground personnel. We then shut down the right hand engine and ground personnel inspected the brakes and the engine for damage. We were advised that there were no indications of hot brakes but that the fan on the right hand engine had several bent blades and advised against restarting the engine for taxi. Ground then gave us clearance to taxi to the gate where we then secured the aircraft using normal procedures.
Second reporter narrative
I told the First Officer that we needed to return to ZZZ. We declared an emergency with ATC and got a vector for a base leg to Runway XXC. The First Officer sent a message to dispatch advising them. I called the Purser told her that I think we hit a bird and would return to ZZZ in 7 or 8 minutes. I told her it was a 'cabin advisory'. I then made a PA to the passengers. ATC cleared us for a visual approach. The vector was right over the marker so I couldn't slow fast enough for flaps 30. I used flaps 25 ref from the FMC. The target speed was 155 kts. It was a normal landing. After stopping on the second high-speed turnoff; we shut the right engine down and held the brakes until the fire department could get the wheels chocked. The fire dept checked for hot brakes. After getting the ok; we taxied back to the gate.
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Source: NASA Aviation Safety Reporting System (public domain). Reports are voluntary submissions and are not verified by NASA.