Narrative:

Heard thump on lift off, left side of aircraft. Aircraft performed very well with slight loss of power on #1 engine. No problem controling aircraft, completed takeoff profile, retracted gear and flaps, climbed out as cleared by ATC. Noticed vibration in control wheel (very slight, seemed like an electrical current). Discussed with captain and second officer and decided that shutdown was advisable. Engine instruments indicated an approximately 25% drop in power #1 engine. Discussed return to jfk to land. Decided against due to adverse WX. Cooled #1 engine for 5 mins and shutdown. Elected to go to ord for following reasons: 1) much better WX conditions; 2) long runways available; 3) excessive fire apparatus and crash equipment available; 4) aircraft performing normally and climbing well on 2 engines would give ample time to complete checklists and discuss situation and burn off fuel; 5) would have less fuel to dump if and when it was necessary; 6) ord would be better able to serve passenger and get them to their destination. I fully realize that items 5 and 6 are not safety related, but did come into play as the 3 of us agreed that the shutdown of #1 engine was precautionary and we could have restarted it if we needed it. Upon landing at ord, it was confirmed that we did in fact ingest a bird and that it did in fact damage at least the nose cone and 4 blades of the fan of #1 engine. Supplemental information from acn 117774: #1 engine developed moderate vibration above 100 KTS, near vr. Worsened on initial climb. Elected to shut down in flight. Proceeded to chicago vs return to jfk since ord WX much better--8500, 8 mi and no precipitation. Supplemental information from acn 117412: proceeded to ord because of low ceilings and more birds at jfk. We were too heavy to use runway 13L for takeoff and were the first plane to takeoff on 13R. I guess the seagull convention was in progress on 13R because it hadn't been used before our takeoff.

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Original NASA ASRS Text

Title: ACR ACFT PROCEEDS ON TO DESTINATION AFTER LOSING 1 OF 3 ENGINES ON DEP. BIRD STRIKE ON ROTATION.

Narrative: HEARD THUMP ON LIFT OFF, LEFT SIDE OF ACFT. ACFT PERFORMED VERY WELL WITH SLIGHT LOSS OF PWR ON #1 ENG. NO PROB CTLING ACFT, COMPLETED TKOF PROFILE, RETRACTED GEAR AND FLAPS, CLBED OUT AS CLRED BY ATC. NOTICED VIBRATION IN CONTROL WHEEL (VERY SLIGHT, SEEMED LIKE AN ELECTRICAL CURRENT). DISCUSSED WITH CAPT AND S/O AND DECIDED THAT SHUTDOWN WAS ADVISABLE. ENG INSTRUMENTS INDICATED AN APPROX 25% DROP IN PWR #1 ENG. DISCUSSED RETURN TO JFK TO LAND. DECIDED AGAINST DUE TO ADVERSE WX. COOLED #1 ENG FOR 5 MINS AND SHUTDOWN. ELECTED TO GO TO ORD FOR FOLLOWING REASONS: 1) MUCH BETTER WX CONDITIONS; 2) LONG RWYS AVAILABLE; 3) EXCESSIVE FIRE APPARATUS AND CRASH EQUIP AVAILABLE; 4) ACFT PERFORMING NORMALLY AND CLBING WELL ON 2 ENGS WOULD GIVE AMPLE TIME TO COMPLETE CHKLISTS AND DISCUSS SITUATION AND BURN OFF FUEL; 5) WOULD HAVE LESS FUEL TO DUMP IF AND WHEN IT WAS NECESSARY; 6) ORD WOULD BE BETTER ABLE TO SERVE PAX AND GET THEM TO THEIR DEST. I FULLY REALIZE THAT ITEMS 5 AND 6 ARE NOT SAFETY RELATED, BUT DID COME INTO PLAY AS THE 3 OF US AGREED THAT THE SHUTDOWN OF #1 ENG WAS PRECAUTIONARY AND WE COULD HAVE RESTARTED IT IF WE NEEDED IT. UPON LNDG AT ORD, IT WAS CONFIRMED THAT WE DID IN FACT INGEST A BIRD AND THAT IT DID IN FACT DAMAGE AT LEAST THE NOSE CONE AND 4 BLADES OF THE FAN OF #1 ENG. SUPPLEMENTAL INFO FROM ACN 117774: #1 ENG DEVELOPED MODERATE VIBRATION ABOVE 100 KTS, NEAR VR. WORSENED ON INITIAL CLB. ELECTED TO SHUT DOWN IN FLT. PROCEEDED TO CHICAGO VS RETURN TO JFK SINCE ORD WX MUCH BETTER--8500, 8 MI AND NO PRECIPITATION. SUPPLEMENTAL INFO FROM ACN 117412: PROCEEDED TO ORD BECAUSE OF LOW CEILINGS AND MORE BIRDS AT JFK. WE WERE TOO HEAVY TO USE RWY 13L FOR TKOF AND WERE THE FIRST PLANE TO TKOF ON 13R. I GUESS THE SEAGULL CONVENTION WAS IN PROGRESS ON 13R BECAUSE IT HADN'T BEEN USED BEFORE OUR TKOF.

Data retrieved from NASA's ASRS site as of August 2007 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.