B767-300 and 300 ER
Situational Awareness
Aircraft Equipment Problem Less Severe; Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor; Inflight Event / Encounter Bird / Animal
Aircraft Aircraft Damaged; Flight Crew Landed As Precaution; Flight Crew Diverted; General Maintenance Action; General Declared Emergency
Environment - Non Weather Related
Although I was scheduled as the relief pilot on the flight; I was in the right seat acting as the First Officer so as to update my landing currency. On takeoff; at rotation after V1; both myself and the Captain noticed a large 'crow' type bird flying low over the runway in line with the left engine. I even commented 'there is a bird'. Rotation and liftoff felt normal; I paid special attention to the left engine and didn't notice any fluctuations; but had most of my attention on flying the airplane. We could smell the result of the bird being ingested by the engine. On the departure; we noticed that the indicated fan vibration was high over 4 with the highest observed of 4.2; and the EGT temperature and N2 indications higher than the right engine. Max EGT on climb-out I observed was 790.  Elected to level off at FL240 to check things out; in level flight; indications were only slightly above normal with the power reduced. I flew and handled radio calls from ATC while the Captain and First Officer referenced checklists and manuals for applicable items. I made a radio call to Tower and told them of a possible bird strike. Captain used SAT phone and contacted Dispatch and Maintenance Control. After relaying our situation; the smell; and engine indications; the person at Maintenance Control stated that engine would require a 'core inspection' after landing; but we should continue our flight. At the time; I found this advice made me very nervous. We discussed the situation in the cockpit and decided that we did not feel comfortable taking an airplane across the Atlantic with a known engine problem. We were informed by ATC that they had found bird parts after a runway inspection at the departure airport. [We elected to divert] after declaring an Emergency with ATC. Accomplished appropriate checklists in route and made a normal landing with clear skies and 10 knots of crosswind. After landing; cleared the runway and told the ARFF chief via radio that we no longer required their services. Taxied to the hard stand uneventfully. After landing; the maintenance personal were immediately examining the engine; they found a significant amount of bird parts in the engine and a large dent in the lower left of the engine cowling. After seeing the bird parts; and engine damage I became very angry that after contacting the so-called 'experts' at Maintenance Control; the man actually suggested more than once that we should take an airplane full of passengers over 3;000 miles across the North Atlantic with known engine damage. He felt the damage was 'within limits'. Action should be taken to correct this situation from occurring in the future; and to determine if this 'take chances and press on' attitude is a problem only with this individual; or system wide at Maintenance Control. I will now forever be skeptical of their advice.
On takeoff at about V1 I saw one; possibly two; large black crow like birds fly low across our path. I instantly thought they were in a perfect position to enter the left engine. Very shortly after liftoff we all notice a distinct smell. I was now convinced we had ingested those birds into our left engine. I immediately checked our Left Engine indications. EGT and N2 indications were higher on the left engine than the right. But still within limits; however what concerned me was Fan Vibration indication showed 4.2. We had leveled at about 12;000 feet on the departure. I quickly discussed with my crew if a return was necessary. We all agreed that we had no immediate problem; and needed to gather more information. At this time; during level flight; the Left Engine Indication had returned to match more closely that of the right. The Vibration Indication had also returned to a much lower value of around 2.0. I had not yet informed ATC of any problem. We then received a clearance from ATC to climb to FL240. I acknowledged this; as it would give us more information on how the Left Engine was operating in the climb. Again; all the indications we saw initially repeated. I then informed ATC we would like to remain at FL240 as we may have a problem. I then instructed the First Officer he had the aircraft and radios. At his suggestion he also contacted the Tower and informed them of a possible bird strike and requested they check our departure runway. They did and we were informed shortly later they found bird parts on the Runway. I also instructed the FB to pull out and have ready the appropriate checklist and procedures I thought we might need. In the meantime I contacted Dispatch via SATCOM and explained our situation and requested input from Maintenance Control. I gave Maintenance Control the engine indications we were receiving in both cruise and climb. Their opinion was the engine was safe to operate across the Atlantic; but would need a Core Inspection on arrival. I told Dispatch and Maintenance Control to stand by. I again discussed this information with my crew. We all felt that this was not the most prudent course of action. So; in the interest of the safety of my crew and passengers I informed Dispatch we would need to make a precautionary landing. Dispatch suggested ZZZZ; I agreed considering we were only about 200 NM away at this time; the weather there was CAVU; and there was maintenance available as well as the ability to take care of our passengers. At this time I declared an emergency with ATC. Explained our situation to them; and that we would be landing at ZZZZ. I then reviewed all the necessary checklist and procedures with the First Officer and FB including Overweight Landing. Instructed the FB to inform the Number 1 Flight Attendant of our situation and intentions and to emphasize it would be a normal landing; while the First Officer and I reviewed the Arrival and approach charts. Landed uneventfully. Taxied clear of the runway and was met by AARF vehicles. Informed the Fire Captain no assistance was necessary and taxied to a hard stand parking position. Did a cursory post flight and observed bird parts in the Left Engine Inlet as well as a large dent in the Nacelle.
B767 flight crew reports a bird strike at rotation that results in a smell in the cockpit and N1 vibration of 4.2. After discussion with Maintenance Control; who suggests continuing to destination across the North Atlantic; the crew elects to divert to a suitable alternate. Damage to the left engine cowl is apparent on post flight.