Narrative:

We were cleared for take off. We turned on the radar to monitor any storms on the departure. The pressure was falling rapidly as the storms approached; and the wind was increasing from the southwest. Acceleration was normal and the engine instruments checked normal and stabilized at 80 kts. My scan went from monitoring the engine instruments to scanning the runway environment; and then to the airspeed indicator. As we past approximately the 3500 foot mark of the runway and at 110 kts. Captain called out birds. Almost instantaneously a relatively small bird impacted the right forward windshield. The captain then called the abort and initiated the abort sequence. The maximum speed attained was approximately 115kts. The aircraft decelerated rapidly as rejected takeoff auto brakes started to function. As soon as our stop was assured the captain assumed manual control of the brakes. The tower had noticed we were aborting the takeoff and queried us. We confirmed that we had a bird strike and had rejected the takeoff. We had no difficulty turning right onto runway 31L. We came to a full stop holding short of taxiway left on 31L; as per the tower's instructions. The captain did not set the brakes at this time or any time thereafter. While the relief pilot and I were following the QRH guidance for the rejected take off; the captain started communicating with the on board leader as to the nature of the rejected take off and our current operational situation. He also initiated the first of many PA's to the passengers to inform them of the events that transpired during our take off roll and of our current status. As we verified the brake cooling schedule we noticed that the two outboard right main brake temperatures had reached 9. The only other brake temperature that reached a number greater than 5 was the forward left temperature of the right truck. It reached the number 7. As there was no ramp space; we were allowed to stay on 31L for approximately 15 minutes. While there; a port authority truck circled the airplane in what we assumed to be a cursory inspection. After receiving clearance started to taxi to the ramp. At this time the port authority vehicle advised the tower; which then advised us; that it appeared that we had two flat tires on the outboard of the right main gear. We stopped the taxi to the gate as we felt it necessary to verify with maintenance that we are not doing any further damage to the plane or endangering the passengers in any way. It was at this point that either the port authority or the company asked for the emergency vehicles to come to our aid. After a thorough consultation and inspection by the port authority and maintenance; it was determined that only two tires had deflated; and that the passengers were not in any danger.

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Original NASA ASRS Text

Title: A large air carrier aircraft crew experienced a bird strike during the takeoff roll at about 110 kts and aborted the takeoff. Subsequently two main tires overheated causing the fuses to release resulting in flat tires. The aircraft was towed back to the gate.

Narrative: We were cleared for take off. We turned on the radar to monitor any storms on the departure. The pressure was falling rapidly as the storms approached; and the wind was increasing from the Southwest. Acceleration was normal and the engine instruments checked normal and stabilized at 80 kts. My scan went from monitoring the engine instruments to scanning the runway environment; and then to the airspeed indicator. As we past approximately the 3500 foot mark of the runway and at 110 kts. Captain called out birds. Almost instantaneously a relatively small bird impacted the right forward windshield. The Captain then called the abort and initiated the abort sequence. The maximum speed attained was approximately 115kts. The aircraft decelerated rapidly as RTO auto brakes started to function. As soon as our stop was assured the Captain assumed manual control of the brakes. The tower had noticed we were aborting the takeoff and queried us. We confirmed that we had a bird strike and had rejected the takeoff. We had no difficulty turning right onto runway 31L. We came to a full stop holding short of taxiway L on 31L; as per the tower's instructions. The Captain did not set the brakes at this time or any time thereafter. While the relief pilot and I were following the QRH guidance for the rejected take off; the Captain started communicating with the on board leader as to the nature of the rejected take off and our current operational situation. He also initiated the first of many PA's to the passengers to inform them of the events that transpired during our take off roll and of our current status. As we verified the brake cooling schedule we noticed that the two outboard right main brake temperatures had reached 9. The only other brake temperature that reached a number greater than 5 was the forward left temperature of the right truck. It reached the number 7. As there was no ramp space; we were allowed to stay on 31L for approximately 15 minutes. While there; a port authority truck circled the airplane in what we assumed to be a cursory inspection. After receiving clearance started to taxi to the ramp. At this time the port authority vehicle advised the tower; which then advised us; that it appeared that we had two flat tires on the outboard of the right main gear. We stopped the taxi to the gate as we felt it necessary to verify with maintenance that we are not doing any further damage to the plane or endangering the passengers in any way. It was at this point that either the port authority or the company asked for the emergency vehicles to come to our aid. After a thorough consultation and inspection by the port authority and maintenance; it was determined that only two tires had deflated; and that the passengers were not in any danger.

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.