Medium Large Transport; Low Wing; 2 Turbojet Eng
Flight Crew Air Transport Pilot (ATP)
Workload; Troubleshooting; Time Pressure; Distraction
Aircraft Equipment Problem Less Severe; Inflight Event / Encounter Bird / Animal; Inflight Event / Encounter Unstabilized Approach
Air Traffic Control Issued New Clearance; Aircraft Aircraft Damaged; Flight Crew Returned To Departure Airport; Flight Crew Requested ATC Assistance / Clarification; Flight Crew Executed Go Around / Missed Approach; Flight Crew Landed As Precaution; General Maintenance Action
Environment - Non Weather Related
We conducted a normal takeoff from ZZZ on a clear day with calm winds. Climbing through 400 ft; a bird flew right by the left side of the aircraft and struck the #1 engine. The FO and I heard the impact and noticed a high-frequency vibration and buzzing sound after impact. The engine did not rollback or fail; nor did the thrust reduce; however we did observe a marked increase in both HP and LP vibration (both were sustained at about 2.4 after impact with minor fluctuations) as well as a strong burning odor. I continued to make standard callouts until we were above 1;000 ft; at which point the FO and I discussed our observations and confirmed our suspicions that the bird did in fact hit the engine. I asked the FO to notify ATC that we would be returning to ZZZ to make a precautionary landing; and that we hit a bird on takeoff. Once we were on vectors with the Autopilot engaged and everything was stable; we discussed possibly running the QRH and shutting down the engine. Ultimately; we decided to keep the engine running since all parameters were within limits. At this point; I took the airplane and the radios and delegated Flight Attendant / Passenger communication to the FO.Once the FO was finished communicating with the FAs/Pax; we briefed the Visual Approach backed up by the ILS. We conducted descent and approach flows and checklists. Concurrently; Approach had placed us on about a 6 or 7 mile right base and had us at 3;000 ft. They asked if we had the airport in sight; we responded affirmatively; and they cleared us for the visual. I could see that we were still somewhat high; but I felt it was manageable. I requested gear down and flaps 1. While the aircraft slowed; the FO was saturated between my callouts for flaps and speed reductions and ATC calls. By the time we made it to 1;200 ft; I could clearly see that we were too high and fast for the approach; so I executed a go-around. Once we were established on vectors and the autopilot was engaged; I once again took the airplane and radios and delegated FA/Pax communication to the FO. We conducted descent and approach flows and briefed bottom lines for fuel in case we had to go around again. For the next approach; I asked Approach for a longer final approach. This time; we slowed and configured early since ATC needed to keep us at 3;000 for nearby terrain. This time; the approach was stable well before 1;000 ft AFE. We landed normally and taxied off the runway. We were escorted by ARFF to the gate. After parking and securing the aircraft; debris from the bird strike was found on the cowl; intake; spinner; and N1 stator vanes during post-flight inspection. The aircraft was removed from service and the flight cancelled since the engine required a major inspection following the event.
As we were taking off; I heard a loud buzzing noise coming from the left engine on the aircraft. I was concerned; so I called the other flight attendant and asked if she noticed anything unusual. She didn't necessarily hear it at the time; but later said she did hear a thump right after I called her. The buzzing stopped after about a minute. The pilots called back and said that we had hit a bird and needed to return to ZZZ as a precaution. They instructed us that they did not anticipate an evacuation or any special protocols. First Officer made an announcement to the passengers telling them what had happened and that we were returning to ZZZ. I then made an announcement reminding the passengers to keep their seatbelts securely fastened and tray tables and carry on items stowed; and aisle armrests lowered; etc.; as I would normally do prior to landing. [The other FA] and I did a compliance check and sat down for landing. We came in a little fast into ZZZ; so the pilots did a go-around; and then we landed normally. I made an announcement similar to the normal landing announcement; adding that we would have a [company] representative available to answer any questions they might have and help them with their travel arrangements. We taxied to the gate as normal and were met by a gate agent. Captain then called maintenance and had a mechanic come to look at the engine. After assessing the situation; the captain and gate agent decided to deplane the aircraft and after the mechanic inspected our engine; the flight was cancelled.
Air carrier Captain and Flight Attendant reported experiencing a bird strike during the initial climb. The engine was exhibiting abnormal vibration indications; so the flight returned to the departure airport. After the first approach was aborted; a subsequent approach attempt resulted in a successful landing.