|37000 Feet||Browse and search NASA's
Aviation Safety Reporting System
|Local Time Of Day||1201 To 1800|
|Locale Reference||airport : pdx.airport|
|Altitude||agl single value : 0|
|Controlling Facilities||tower : ord.tower|
|Operator||common carrier : air carrier|
|Make Model Name||A319|
|Operating Under FAR Part||Part 121|
|Flight Phase||ground : takeoff roll|
|Affiliation||company : air carrier|
|Function||flight crew : first officer|
|Experience||flight time last 90 days : 210|
flight time total : 10000
flight time type : 5000
|Affiliation||company : air carrier|
|Function||flight crew : captain|
oversight : pic
|Anomaly||ground encounters other|
inflight encounter : birds
|Independent Detector||other flight crewa|
other flight crewb
|Resolutory Action||flight crew : landed in emergency condition|
|Problem Areas||Environmental Factor|
|Primary Problem||Environmental Factor|
Arrival at the airport; preflight planning; walkaround; aircraft preflight and taxi to runway were all normal. The first officer was the PF. Takeoff roll was normal until shortly after the '80 KTS' call when the first officer noticed what looked like a hawk flying from right to left across the runway ahead of the aircraft. The hawk was at what appeared to be engine ht. The first officer said to himself; 'don't do that;' in reference to the bird's apparent heading for the left (#1) engine. The captain did not see the bird. Just after the 'V1' call; a significant vibration was noted and the #1 engine vibration was 9.9. The decision was made to continue the takeoff. With the exception of the engine vibration and a loud noise in the aircraft; all other indications were normal. There was some discussion as to whether there was a tire problem due to the vibration felt in the aircraft. A normal 2 engine takeoff was accomplished; and ATC was notified of the problem. The aircraft was leveled off at 4000 ft MSL and accelerated to 230 KTS by the first officer while the captain began analyzing the vibration indication; which decreased when the throttle was retarded (but remained higher than normal) all other engine indications remained normal. The vibration checklist was accomplished and a decision was made by the captain and concurred with by the first officer to return to pdx. While being vectored around the pattern IMC conditions were encountered and engine anti-ice was used on both engines with no unusual indications. The overweight checklist was accomplished and vectors to the ILS runway 10R (the longest runway) were requested. A normal 2 engine; full flap landing was accomplished by the captain. The aircraft was stopped on the taxiway to be inspected by the fire crew with no unusual indications in the cockpit or on the ground. The aircraft was taxied to the gate and shut down normally. All after landing and shutdown checklists were accomplished. Upon inspection after landing; at least 3 fan blades were damaged and bird remains were found in the aft section of the #1 engine.
Original NASA ASRS Text
Title: A319 INGESTS BIRD ON TKOF ROLL FROM PDX.
Narrative: ARR AT THE ARPT; PREFLT PLANNING; WALKAROUND; ACFT PREFLT AND TAXI TO RWY WERE ALL NORMAL. THE FO WAS THE PF. TKOF ROLL WAS NORMAL UNTIL SHORTLY AFTER THE '80 KTS' CALL WHEN THE FO NOTICED WHAT LOOKED LIKE A HAWK FLYING FROM R TO L ACROSS THE RWY AHEAD OF THE ACFT. THE HAWK WAS AT WHAT APPEARED TO BE ENG HT. THE FO SAID TO HIMSELF; 'DON'T DO THAT;' IN REF TO THE BIRD'S APPARENT HEADING FOR THE L (#1) ENG. THE CAPT DID NOT SEE THE BIRD. JUST AFTER THE 'V1' CALL; A SIGNIFICANT VIBRATION WAS NOTED AND THE #1 ENG VIBRATION WAS 9.9. THE DECISION WAS MADE TO CONTINUE THE TKOF. WITH THE EXCEPTION OF THE ENG VIBRATION AND A LOUD NOISE IN THE ACFT; ALL OTHER INDICATIONS WERE NORMAL. THERE WAS SOME DISCUSSION AS TO WHETHER THERE WAS A TIRE PROB DUE TO THE VIBRATION FELT IN THE ACFT. A NORMAL 2 ENG TKOF WAS ACCOMPLISHED; AND ATC WAS NOTIFIED OF THE PROB. THE ACFT WAS LEVELED OFF AT 4000 FT MSL AND ACCELERATED TO 230 KTS BY THE FO WHILE THE CAPT BEGAN ANALYZING THE VIBRATION INDICATION; WHICH DECREASED WHEN THE THROTTLE WAS RETARDED (BUT REMAINED HIGHER THAN NORMAL) ALL OTHER ENG INDICATIONS REMAINED NORMAL. THE VIBRATION CHKLIST WAS ACCOMPLISHED AND A DECISION WAS MADE BY THE CAPT AND CONCURRED WITH BY THE FO TO RETURN TO PDX. WHILE BEING VECTORED AROUND THE PATTERN IMC CONDITIONS WERE ENCOUNTERED AND ENG ANTI-ICE WAS USED ON BOTH ENGS WITH NO UNUSUAL INDICATIONS. THE OVERWT CHKLIST WAS ACCOMPLISHED AND VECTORS TO THE ILS RWY 10R (THE LONGEST RWY) WERE REQUESTED. A NORMAL 2 ENG; FULL FLAP LNDG WAS ACCOMPLISHED BY THE CAPT. THE ACFT WAS STOPPED ON THE TXWY TO BE INSPECTED BY THE FIRE CREW WITH NO UNUSUAL INDICATIONS IN THE COCKPIT OR ON THE GND. THE ACFT WAS TAXIED TO THE GATE AND SHUT DOWN NORMALLY. ALL AFTER LNDG AND SHUTDOWN CHKLISTS WERE ACCOMPLISHED. UPON INSPECTION AFTER LNDG; AT LEAST 3 FAN BLADES WERE DAMAGED AND BIRD REMAINS WERE FOUND IN THE AFT SECTION OF THE #1 ENG.
Data retrieved from NASA's ASRS site as of January 2009 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.