Flight Crew Air Transport Pilot (ATP)
Flight Crew Last 90 Days 200; Flight Crew Total 21000; Flight Crew Type 13000
Workload; Distraction; Time Pressure; Troubleshooting
Aircraft Equipment Problem Less Severe; Inflight Event / Encounter Bird / Animal
Air Traffic Control Issued New Clearance; Aircraft Aircraft Damaged; Flight Crew Landed As Precaution; Flight Crew Returned To Departure Airport; General Maintenance Action
Aircraft; Environment - Non Weather Related
After takeoff at about 800 ft and before raising flaps; we struck a flock of approximately 20 birds. We probably hit about 6 of them. Both windscreens were partially obscured and the 'Windshear' alert sounded. The birds were spotted just before impact so it was obvious that we hadn't encountered windshear. After the encounter; the captain's airspeed was showing approximately 80 knots when the standby and First Officer's airspeed read approximately 190 kts. Control of the aircraft was transferred to the First Officer who continued the climb and retracted flaps on schedule. ATC was notified of the bird strike and location. We requested an initial climb to 10;000 ft and advised them there were some systems affected by the bird strike and that we would be working the problem. The flight directors were not working; and LNAV and VNAV seemed unreliable. The First Officer hand flew the airplane. The autopilot was later engaged as we determined that it worked in 'R.' The First Officer flew the airplane and handled most of the radio work with the second observer backing him up. The Captain and First Observer accomplished the 'IAS Disagree or Airspeed Unreliable' checklist. This brought back the Captain's airspeed indicators to normal. An analysis of the aircraft's condition and equipment status was done. The flight directors had biased from view; LNAV was inoperative; the airplane seemed to turn slower than normal; and we did not know what other damage had been done. We request ATC to provide vectors for us to prepare for dumping and used Satcom for conference call with dispatch and maintenance. We did not feel it was safe or wise to continue to destination so began preparation to return to SFO. The aircraft weight was approximately 830;000 lbs so we dumped approximately 200;000 lbs of fuel to bring weight down to 630;000 lbsin preparation for landing back in SFO. Logbook entries; approach preparation; briefings; and checklists were accomplished during dumping which took approximately 45 mins. The BDEGA 2 arrival and ILS Runway 28R were flown by the captain using the autopilot in HDG SEL and FLCH; then GS and LOC to approximately 1200 ft; then hand flown for landing with Flaps 30.
At 1000 ft after takeoff; while captain was flying; we hit a flock of geese. Blood momentarily covered windscreen on both sides and aural/EICAS warnings activated. Captain's PFD showed false air data info such as low speed; winds; altitude; vertical speed indicator; and auto throttles were unresponsive. FO instrumentation appeared accurate; and Captain transferred control to him. I worked with Captain on the EICAS messages by checklist while FO and other relief pilot flew and communicated with ATC. After checklist were completed and established in vectored holding pattern; a crew; dispatch; Maintenance Control and aircraft assessment lead Captain to decide that a return to SFO was safest. Communicated to all agencies necessary; crew; and passengers. Uneventful return to base.
Air carrier flight crew reported encountering multiple bird strikes shortly after takeoff from SFO resulting in spurious flight instrument indications. After dumping fuel; a return to the departure airport was safely accomplished.