Narrative:

Takeoff gross weight of 138;XXX. Weather was scattered / broken clouds; winds 240 12g19; temperature 30c. The captain was the flying pilot and briefed all required items for the departure including engine failure according to [company] standards and SID engine failure procedures.tower cleared us for takeoff and gave no indication of any bird activity in the area. We both visually cleared the runway environment to include the departure path and no signs of any bird activity. Normal flex takeoff procedures and landing gear retraction. At 800 ft AGL during takeoff we saw a group of 3 very large birds pass the left side and impact the aircraft and the number 1 engine. From the impact noise and excessive vibration from the number 1 engine; it was apparent catastrophic engine failure. Engine number 1 had ingested at least 1 bird and possibly impacted others on the aircraft.the first officer immediately announced number 1 engine failure; loss of thrust; and egt overtemp. The captain commanded for ECAM action and continued the climb to 1000 AGL / 1900 MSL. Following the ECAM directing engine shutdown and securing the engine; the mishap engine continued with loud vibrating / grinding noise. Because of this excessive noise / vibration and unsure about the condition of the wing we elected not to retract the flaps and to maintain VFR flying conditions. This required that we deviate from the published engine failure procedures and turned north heading 360 degrees in order to maintain VFR and the airfield in visual range.once stable northbound the loud vibration continued even though the number 1 engine had successfully shut down. We decided we needed to land as soon as possible and not continue with more checklist procedures and impending IMC conditions. We started the APU decided on flaps 3 for landing configuration. The first officer informed tower we were an emergency aircraft and needed an immediate landing runway. Tower gave clearance for any runway we needed. Because of aircraft slow performance and unknown damage we elected for a wide shallow base turn to final. The only information we were able to give the flight attendants and passengers during the final approach was 'prepare for immediate landing'. The loud impact and excessive vibration made it apparent to all passengers something catastrophic had happened.tower was informed of all emergency specifics and told we would be stopping on the runway and shut down. Final approach and landing was as planned and completed without further incident. The aircraft was stopped [on the runway]. We gave the passengers 'remain seated' announcement and finished all checklists. We received the fire department report saying no other external hazards exist except the engine damage. The passengers were then informed that all was safe and to remain seated until we return to the gate. We kept the APU running to keep air conditioning and informed operations we wanted to be towed back to the gate.this flight and all procedures were followed professionally in accordance with all company and safety directives. The flight attendants were particularly instrumental ensuring the safety of all passengers with the little information they were given.

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Original NASA ASRS Text

Title: A319 Captain reported returning to departure airport after birds were ingested into Number 1 engine shortly after takeoff; resulting in catastrophic engine failure.

Narrative: Takeoff gross weight of 138;XXX. Weather was scattered / broken clouds; winds 240 12G19; temperature 30c. The Captain was the flying pilot and briefed all required items for the departure including engine failure according to [Company] standards and SID engine failure procedures.Tower cleared us for takeoff and gave no indication of any bird activity in the area. We both visually cleared the runway environment to include the departure path and no signs of any bird activity. Normal FLEX takeoff procedures and landing gear retraction. At 800 ft AGL during takeoff we saw a group of 3 very large birds pass the left side and impact the aircraft and the Number 1 engine. From the impact noise and excessive vibration from the Number 1 engine; it was apparent catastrophic engine failure. Engine Number 1 had ingested at least 1 bird and possibly impacted others on the aircraft.The FO immediately announced Number 1 engine failure; loss of thrust; and EGT overtemp. The Captain commanded for ECAM ACTION and continued the climb to 1000 AGL / 1900 MSL. Following the ECAM directing engine shutdown and securing the engine; the mishap engine continued with loud vibrating / grinding noise. Because of this excessive noise / vibration and unsure about the condition of the wing we elected not to retract the flaps and to maintain VFR flying conditions. This required that we deviate from the published engine failure procedures and turned north heading 360 degrees in order to maintain VFR and the airfield in visual range.Once stable northbound the loud vibration continued even though the Number 1 engine had successfully shut down. We decided we needed to land ASAP and not continue with more checklist procedures and impending IMC conditions. We started the APU decided on flaps 3 for landing configuration. The FO informed tower we were an emergency aircraft and needed an immediate landing runway. Tower gave clearance for any runway we needed. Because of aircraft slow performance and unknown damage we elected for a wide shallow base turn to final. The only information we were able to give the flight attendants and passengers during the final approach was 'prepare for immediate landing'. The loud impact and excessive vibration made it apparent to all passengers something catastrophic had happened.Tower was informed of all emergency specifics and told we would be stopping on the runway and shut down. Final approach and landing was as planned and completed without further incident. The aircraft was stopped [on the runway]. We gave the passengers 'remain seated' announcement and finished all checklists. We received the fire department report saying no other external hazards exist except the engine damage. The passengers were then informed that all was safe and to remain seated until we return to the gate. We kept the APU running to keep air conditioning and informed Operations we wanted to be towed back to the gate.This flight and all procedures were followed professionally in accordance with all company and safety directives. The flight attendants were particularly instrumental ensuring the safety of all passengers with the little information they were given.

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.