Narrative:

We had just taken off at dover AFB and had lost (flameout, bird ingestion) #4 engine on takeoff. Center vectored us toward the general area they wanted us to hold after we requested a fuel dump area. Hold was 131 degree right between 10 DME and 25 DME 'hold outbnd.' after 1 circuit of holding pattern on north side of 131 degree right, I transitioned to hold on south side of radial. The holding pattern was further complicated by a warning area very close to the 131 degree right on each side, and in addition there was a 50 KT wind directly across the holding radial and many thunderstorms in the area. 1 storm was on the radial at about 8-12 DME and others were on or near the radial at about 20-40 DME. Our holding speed was about 295 KTS. ATC was also very busy and we were very busy dumping fuel, planning our diversion, checking WX. Between the confused pattern entry, our very large radius of turn at 295 KTS, the proximity of the warning areas and most particularly the thunderstorms, we inadvertently penetrated one or both warning areas, and at one point proceeded considerably west of the 10 DME fix before commencing our turn back to the east. I simply neglected to take into account the larger turn radius. As far as the thunderstorms went, I had no idea if any other area would have been better to dump in, and didn't ask ATC. I wish that I had requested vectors to a different, less restr dump area with better WX. This wish is tempered somewhat by knowledge that I couldn't wait all day to dump. However, as I had 45 mins (170000#) of dumping to do, and if I didn't get with it, and then lost another engine for any reason, I couldn't have driven around at maximum gross weight on 2 engines.

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Original NASA ASRS Text

Title: ACR WDB BIRD INGESTION FOLLOWED BY ENGINE FAILURE. DURING AHD UNAUTH PENETRATION OF AIRSPACE AND USE OF WRONG HOLDING PATTERN.

Narrative: WE HAD JUST TAKEN OFF AT DOVER AFB AND HAD LOST (FLAMEOUT, BIRD INGESTION) #4 ENG ON TKOF. CENTER VECTORED US TOWARD THE GENERAL AREA THEY WANTED US TO HOLD AFTER WE REQUESTED A FUEL DUMP AREA. HOLD WAS 131 DEG R BTWN 10 DME AND 25 DME 'HOLD OUTBND.' AFTER 1 CIRCUIT OF HOLDING PATTERN ON N SIDE OF 131 DEG R, I TRANSITIONED TO HOLD ON S SIDE OF RADIAL. THE HOLDING PATTERN WAS FURTHER COMPLICATED BY A WARNING AREA VERY CLOSE TO THE 131 DEG R ON EACH SIDE, AND IN ADDITION THERE WAS A 50 KT WIND DIRECTLY ACROSS THE HOLDING RADIAL AND MANY TSTMS IN THE AREA. 1 STORM WAS ON THE RADIAL AT ABOUT 8-12 DME AND OTHERS WERE ON OR NEAR THE RADIAL AT ABOUT 20-40 DME. OUR HOLDING SPD WAS ABOUT 295 KTS. ATC WAS ALSO VERY BUSY AND WE WERE VERY BUSY DUMPING FUEL, PLANNING OUR DIVERSION, CHKING WX. BTWN THE CONFUSED PATTERN ENTRY, OUR VERY LARGE RADIUS OF TURN AT 295 KTS, THE PROX OF THE WARNING AREAS AND MOST PARTICULARLY THE TSTMS, WE INADVERTENTLY PENETRATED ONE OR BOTH WARNING AREAS, AND AT ONE POINT PROCEEDED CONSIDERABLY W OF THE 10 DME FIX BEFORE COMMENCING OUR TURN BACK TO THE E. I SIMPLY NEGLECTED TO TAKE INTO ACCOUNT THE LARGER TURN RADIUS. AS FAR AS THE TSTMS WENT, I HAD NO IDEA IF ANY OTHER AREA WOULD HAVE BEEN BETTER TO DUMP IN, AND DIDN'T ASK ATC. I WISH THAT I HAD REQUESTED VECTORS TO A DIFFERENT, LESS RESTR DUMP AREA WITH BETTER WX. THIS WISH IS TEMPERED SOMEWHAT BY KNOWLEDGE THAT I COULDN'T WAIT ALL DAY TO DUMP. HOWEVER, AS I HAD 45 MINS (170000#) OF DUMPING TO DO, AND IF I DIDN'T GET WITH IT, AND THEN LOST ANOTHER ENG FOR ANY REASON, I COULDN'T HAVE DRIVEN AROUND AT MAX GROSS WT ON 2 ENGS.

Data retrieved from NASA's ASRS site as of July 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.