Narrative:

We conducted a normal takeoff from ZZZ on a clear day with calm winds. Climbing through 400 ft; a bird flew right by the left side of the aircraft and struck the #1 engine. The first officer and I heard the impact and noticed a high-frequency vibration and buzzing sound after impact. The engine did not rollback or fail; nor did the thrust reduce; however we did observe a marked increase in both hp and lp vibration (both were sustained at about 2.4 after impact with minor fluctuations) as well as a strong burning odor. I continued to make standard callouts until we were above 1;000 ft; at which point the first officer and I discussed our observations and confirmed our suspicions that the bird did in fact hit the engine. I asked the first officer to notify ATC that we would be returning to ZZZ to make a precautionary landing; and that we hit a bird on takeoff. Once we were on vectors with the autopilot engaged and everything was stable; we discussed possibly running the QRH and shutting down the engine. Ultimately; we decided to keep the engine running since all parameters were within limits. At this point; I took the airplane and the radios and delegated flight attendant / passenger communication to the first officer.once the first officer was finished communicating with the fas/pax; we briefed the visual approach backed up by the ILS. We conducted descent and approach flows and checklists. Concurrently; approach had placed us on about a 6 or 7 mile right base and had us at 3;000 ft. They asked if we had the airport in sight; we responded affirmatively; and they cleared us for the visual. I could see that we were still somewhat high; but I felt it was manageable. I requested gear down and flaps 1. While the aircraft slowed; the first officer was saturated between my callouts for flaps and speed reductions and ATC calls. By the time we made it to 1;200 ft; I could clearly see that we were too high and fast for the approach; so I executed a go-around. Once we were established on vectors and the autopilot was engaged; I once again took the airplane and radios and delegated flight attendant/pax communication to the first officer. We conducted descent and approach flows and briefed bottom lines for fuel in case we had to go around again. For the next approach; I asked approach for a longer final approach. This time; we slowed and configured early since ATC needed to keep us at 3;000 for nearby terrain. This time; the approach was stable well before 1;000 ft afe. We landed normally and taxied off the runway. We were escorted by arff to the gate. After parking and securing the aircraft; debris from the bird strike was found on the cowl; intake; spinner; and N1 stator vanes during post-flight inspection. The aircraft was removed from service and the flight cancelled since the engine required a major inspection following the event.

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Original NASA ASRS Text

Title: Air carrier Captain and Flight Attendant reported experiencing a bird strike during the initial climb. The engine was exhibiting abnormal vibration indications; so the flight returned to the departure airport. After the first approach was aborted; a subsequent approach attempt resulted in a successful landing.

Narrative: We conducted a normal takeoff from ZZZ on a clear day with calm winds. Climbing through 400 ft; a bird flew right by the left side of the aircraft and struck the #1 engine. The FO and I heard the impact and noticed a high-frequency vibration and buzzing sound after impact. The engine did not rollback or fail; nor did the thrust reduce; however we did observe a marked increase in both HP and LP vibration (both were sustained at about 2.4 after impact with minor fluctuations) as well as a strong burning odor. I continued to make standard callouts until we were above 1;000 ft; at which point the FO and I discussed our observations and confirmed our suspicions that the bird did in fact hit the engine. I asked the FO to notify ATC that we would be returning to ZZZ to make a precautionary landing; and that we hit a bird on takeoff. Once we were on vectors with the Autopilot engaged and everything was stable; we discussed possibly running the QRH and shutting down the engine. Ultimately; we decided to keep the engine running since all parameters were within limits. At this point; I took the airplane and the radios and delegated Flight Attendant / Passenger communication to the FO.Once the FO was finished communicating with the FAs/Pax; we briefed the Visual Approach backed up by the ILS. We conducted descent and approach flows and checklists. Concurrently; Approach had placed us on about a 6 or 7 mile right base and had us at 3;000 ft. They asked if we had the airport in sight; we responded affirmatively; and they cleared us for the visual. I could see that we were still somewhat high; but I felt it was manageable. I requested gear down and flaps 1. While the aircraft slowed; the FO was saturated between my callouts for flaps and speed reductions and ATC calls. By the time we made it to 1;200 ft; I could clearly see that we were too high and fast for the approach; so I executed a go-around. Once we were established on vectors and the autopilot was engaged; I once again took the airplane and radios and delegated FA/Pax communication to the FO. We conducted descent and approach flows and briefed bottom lines for fuel in case we had to go around again. For the next approach; I asked Approach for a longer final approach. This time; we slowed and configured early since ATC needed to keep us at 3;000 for nearby terrain. This time; the approach was stable well before 1;000 ft AFE. We landed normally and taxied off the runway. We were escorted by ARFF to the gate. After parking and securing the aircraft; debris from the bird strike was found on the cowl; intake; spinner; and N1 stator vanes during post-flight inspection. The aircraft was removed from service and the flight cancelled since the engine required a major inspection following the event.

Data retrieved from NASA's ASRS site and automatically converted to unabbreviated mixed upper/lowercase text. This report is for informational purposes with no guarantee of accuracy. See NASA's ASRS site for official report.