Narrative:

On takeoff roll at about the time I (pm) would call 80 knots; I noticed a large bird sitting on the runway. The bird appeared to be a very large hawk. The bird instead of flying away from us turned and flew right into the number two engine. There was a loud pop and the aircraft simultaneously veered slightly to the right. I glanced at the airspeed indicator and initiated a reject. We came to a very quick stop as the anti-skid cycled the brakes. The first officer now pm; instructed the crew and passengers to remain seated as I informed the tower of our situation. We taxied clear at the next intersection; which had to be foxtrot as it put us on yankee right in front of the high number gates. I shut number two down on yankee as the odor in the cabin quickly became evident.we discussed our situation again and agreed to check the [performance computer] for brake temperature restrictions. We became distracted by ground control communications and company radio as we were instructed to return to the gate. We didn't look at the [performance computer] until we were at the gate. I remembered seeing the airspeed indicator passing through 100 knots as I pulled the thrust levers back so I had him check 120; 110; and 100 knots in the [performance computer]. 120 would have had us not return to the gate; 110 knots indicated 60 minutes at the gate; and 100 knots indicated no restriction. I am not sure why we missed checking the [performance computer] earlier as it was one of the first things that I thought of as we came to a stop.

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Original NASA ASRS Text

Title: A B737 flight crew reported a bird strike during the takeoff roll; damaging one of the engines. The takeoff was safely aborted and the aircraft returned to the gate for maintenance action.

Narrative: On takeoff roll at about the time I (PM) would call 80 knots; I noticed a large bird sitting on the runway. The bird appeared to be a very large hawk. The bird instead of flying away from us turned and flew right into the number two engine. There was a loud pop and the aircraft simultaneously veered slightly to the right. I glanced at the airspeed indicator and initiated a reject. We came to a very quick stop as the anti-skid cycled the brakes. The FO now PM; instructed the crew and passengers to remain seated as I informed the Tower of our situation. We taxied clear at the next intersection; which had to be Foxtrot as it put us on Yankee right in front of the high number gates. I shut number two down on Yankee as the odor in the cabin quickly became evident.We discussed our situation again and agreed to check the [performance computer] for brake temperature restrictions. We became distracted by Ground Control communications and company radio as we were instructed to return to the gate. We didn't look at the [performance computer] until we were at the gate. I remembered seeing the airspeed indicator passing through 100 knots as I pulled the thrust levers back so I had him check 120; 110; and 100 knots in the [performance computer]. 120 would have had us not return to the gate; 110 knots indicated 60 minutes at the gate; and 100 knots indicated no restriction. I am not sure why we missed checking the [performance computer] earlier as it was one of the first things that I thought of as we came to a stop.

Data retrieved from NASA's ASRS site 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.