Narrative:

On takeoff at 600 feet I was the pilot flying; the captain was monitoring. We were watching the instruments to monitor the takeoff and watching for the 1000 foot mark. The captain pointed to the right; which caught my attention; and I looked where he was pointing. There was a large bird 10 feet at 2 o'clock level apparent from a 12 degree climb. I banked maybe 10 degrees to the left and very quickly we heard a loud bang from the right rear and had indications that the right engine had be struck. The captain pulled the right throttle to idle and I continued flying. As we continued the climb to 1000 feet (captain gave me apr power and we accelerated to vt); monitoring and analyzing; the captain contacted ATC and [apprised them of the situation] as well as coordinated with the flight attendant. At 1000 feet we accelerated to 220 knots and continued our climb to 3000 feet. During that time we analyzed the situation.the controls felt normal for single engine thrust from the left engine. The [right] engine was performing normally at idle. The captain pushed the throttle up on the right engine and found that we had usable thrust to 61% N1. We referenced the checklists and decided that we would leave the right engine at idle and return and land using the single engine descent and before landing checklists. The captain coordinated with ATC for a couple 360 degree turns to run checklists; coordinate; brief and prepare. Then coordinated for a visual approach. We executed the approach with me flying and him monitoring to an uneventful landing and taxi back. We canceled our IFR with radio on the ground; parked and deplaned normally.there appeared to be no reaction from emergency response agencies at the field. Although we did not end up needing them; if we had; I'm not sure they would have known and that we would have had a way to communicate with them.

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Original NASA ASRS Text

Title: CRJ flight crew reported a birdstrike to right engine on departure.

Narrative: On takeoff at 600 feet I was the pilot flying; the Captain was monitoring. We were watching the instruments to monitor the takeoff and watching for the 1000 foot mark. The Captain pointed to the right; which caught my attention; and I looked where he was pointing. There was a large bird 10 feet at 2 o'clock level apparent from a 12 degree climb. I banked maybe 10 degrees to the left and very quickly we heard a loud bang from the right rear and had indications that the right engine had be struck. The Captain pulled the right throttle to idle and I continued flying. As we continued the climb to 1000 feet (Captain gave me APR power and we accelerated to Vt); monitoring and analyzing; the Captain contacted ATC and [apprised them of the situation] as well as coordinated with the Flight Attendant. At 1000 feet we accelerated to 220 knots and continued our climb to 3000 feet. During that time we analyzed the situation.The controls felt normal for single engine thrust from the left engine. The [right] engine was performing normally at idle. The Captain pushed the throttle up on the right engine and found that we had usable thrust to 61% N1. We referenced the checklists and decided that we would leave the right engine at idle and return and land using the single engine descent and before landing checklists. The Captain coordinated with ATC for a couple 360 degree turns to run checklists; coordinate; brief and prepare. Then coordinated for a Visual Approach. We executed the approach with me flying and him monitoring to an uneventful landing and taxi back. We canceled our IFR with Radio on the ground; parked and deplaned normally.There appeared to be no reaction from emergency response agencies at the field. Although we did not end up needing them; if we had; I'm not sure they would have known and that we would have had a way to communicate with them.

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.