B767-300 and 300 ER
Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine; Flight Crew Instrument
Communication Breakdown
Aircraft Equipment Problem Critical; Ground Event / Encounter Person / Animal / Bird
Air Traffic Control Provided Assistance; Flight Crew Rejected Takeoff; General Flight Cancelled / Delayed; General Maintenance Action
Aircraft; Human Factors; Environment - Non Weather Related
On takeoff roll ZZZ-ZZZ1 at (XA05L); we went through a large flock of birds. I observed numerous birds illuminated by the landing lights passing by both sides of the aircraft. We simultaneously heard several thumps as birds impacted the aircraft nose area. Considering the quantity of birds and impacts; I expeditiously decided to reject the takeoff in the interest of safety; concerned about the possibility of bird ingestion by the engines. Windshield wipers were on high in moderate rain with somewhat reduced visibility.  Estimated speed at the time of the event was between 105-120 knots. We applied the rejected takeoff procedure; stopping with approximately 2;500 feet remaining; notified ATC; and initiated the rejected takeoff QRH checklist. Initially we expected more moderate brake temperatures; and did a 180 turn at tower's direction; expecting that we would later be able to taxi clear. We stopped; completed the Recommended Brake Cooling Schedule charts in the QRH Performance Inflight section; and monitored the Brake Temperature Monitoring System (BTMS) display. As the temperatures increased and we saw brake temp values increasing above 4-5; a decision was made to remain in place and request fire trucks; which were dispatched to our location; arriving after several minutes. In hindsight; remaining stopped straight ahead may have been the best option; however the turn did enable the fire trucks to approach us from the front; which aided in coordination; and possibly safety. The BTMS indications peaked at 7 on most brakes; 8 on two; and one eventually reached 9. The fire trucks monitored us for a time; seeing no indication of fire or smoke; but eventually informed us that we had 2 flat tires; one on each truck. At this point I shut down both engines and we ran the after landing checklist. We informed [the company] and the duty officer what had occurred; as well as coordinating through tower control; who was helpful at relaying information. The fire trucks continued to monitor us as the brakes cooled to the normal range and we coordinated with maintenance to be towed back to parking. Once the brakes had cooled; and the tug crew was on scene; the fire trucks were released; and maintenance towed us slowly to parking IAW their procedures. Maintenance inspections later found bloodstains on the leading edge slats #2 and #9. I wish to point out that the First officer performed in an exemplary fashion; providing extremely helpful and timely inputs and suggestions; his excellent CRM skills undoubtedly contributed to the safe outcome for this event. Thank you for your time. Multiple Bird Strikes on Takeoff Roll; leading to a rejected takeoff.Bird control at ZZZ; bird strike events are frequent
At (XA05 L) we were cleared for takeoff from runway XX. It was a rainy night after a typhoon had passed through; and although the wind was calm; we needed our wipers on for the rain. We were accelerating normally; I called 80 knots and the captain acknowledged. A few seconds later when my eyes were scanning the engine instruments I heard several thumps against the fuselage and heard the captain say 'Birds.' He later told me he said this when he saw many medium-sized white streaks pass through our lights. I saw the captain pull the thrust levers to idle and say 'Reject.' I believe we were about 110 knots (V1 of 143 knots was well above our speed on the speed scale) but I did not notice the exact speed. After a normal RTO procedure; the captain called and I completed the QRH procedure for Rejected Takeoff.  Tower instructed us to make a 180 degree turn on the runway; and after the turn we noticed that the BTMS was climbing more than expected.I calculated for a 120 knots reject at our takeoff weight (345;000 lbs) we should see a BTMS Indication of 5. When the BTMS indication on several brakes increased above 5; I called Tower and requested the fire services to come check for fire and smoke from the brakes. After the fire services arrived and told us (via Tower because fire services did not have an aviation frequencies radio) there was no smoke or fire; we saw one wheel (#2) indicate BTMS 9; and two wheels (#3 and #4) indicate BTMS 8; so asked fire services if any tires were flat. They told us that one wheel on the left side was flat; and at that point the captain decided to start the APU and shut off the engines as it was clear that we would not be taxiing back. I tried calling Company ramp/maintenance on the frequency on the chart but we got no answer; so we asked Tower to relay information to our maintenance and request assistance. Fire services then relayed to us that a tire on the right side was also flat. Maintenance arrived around time XA50 and plugged in to the intercom to let us know they would inspect and decide on a course of action. At XB25 with BTMS in the range of 1-2; they started slowly towing us back to the ramp. We exited the runway at around XC05 and set the parking brake on the ramp at 1825 Z.Multiple Bird strikes on takeoff roll causing a rejected takeoffAirport authority should be better at controlling the birds at ZZZ airport
Flight Crew reported multiple bird strikes and rejected the take off causing 2 main wheel fuse plugs to melt and deflate the tires; requiring a tow back to the ramp.