Narrative:

We took off and followed the departure that had been programmed in to the FMS and flew it on LNAV as per standard operating procedure. During the climb we experienced a strike on the left main windshield; which then cracked. This was followed by a vibration in the no. 1 engine; which both captain and I noticed. Captain then reduced power on the engine and the vibration reduced. I asked him to level off at 3000 ft; to ascertain what the damage was. I called tower and notified them of our situation. We were then cleared to return to the departure airport. In the time frame we had to return there was a bit of confusion with the set up of the FMS by me. With my attention being drawn to the radio and FMS programming; I did not set the FMS correctly for the arrival back into departure airport. I checked to make sure we had the correct localizer frequency and the inbound course for the ILS. This was verified; but the destination in the FMS was still the planned destination; which has the same runway orientation as the departure airport. This added to the confusion.I did see and call for a positive localizer alive indication on my display. We were cleared for the approach and received a descent clearance from ATC. We were however in an incorrect position. Captain and I realized this soon after. He then initiated a climb and about the same time we received both a GPWS call out as well as an ATC instruction to climb to 4500 ft. Once we were leveled out; captain programmed the FMS and navaids for the appropriate arrival and ILS. We then contacted center as instructed by tower and they vectored us for the approach. We then carried out an uneventful landing.

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Original NASA ASRS Text

Title: A bird struck a G-IV left windshield and left engine damaging both. A return to land at the departure airport was accomplished.

Narrative: We took off and followed the departure that had been programmed in to the FMS and flew it on LNAV as per standard operating procedure. During the climb we experienced a strike on the left main windshield; which then cracked. This was followed by a vibration in the No. 1 Engine; which both Captain and I noticed. Captain then reduced power on the engine and the vibration reduced. I asked him to level off at 3000 FT; to ascertain what the damage was. I called Tower and notified them of our situation. We were then cleared to return to the departure airport. In the time frame we had to return there was a bit of confusion with the set up of the FMS by me. With my attention being drawn to the radio and FMS programming; I did not set the FMS correctly for the arrival back into departure airport. I checked to make sure we had the correct localizer frequency and the inbound course for the ILS. This was verified; but the destination in the FMS was still the planned destination; which has the same runway orientation as the departure airport. This added to the confusion.I did see and call for a positive localizer alive indication on my display. We were cleared for the approach and received a descent clearance from ATC. We were however in an incorrect position. Captain and I realized this soon after. He then initiated a climb and about the same time we received both a GPWS call out as well as an ATC instruction to climb to 4500 FT. Once we were leveled out; Captain programmed the FMS and NAVAIDS for the appropriate arrival and ILS. We then contacted Center as instructed by Tower and they vectored us for the approach. We then carried out an uneventful landing.

Data retrieved from NASA's ASRS site as of April 2012 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.