Narrative:

There were no bird or wildlife reports from ATC or preceding aircraft. Upon a seemingly normal takeoff roll; soon after 100 knots and well prior to V1 we observed large bird take off from the runway (just right of centerline about 150 feet ahead of us) we anticipated a thump from a possible impact of the bird but instead we heard a very loud bang (compressor stall) much louder than an impact of a large bird. Suspecting possible engine damage associated with the loud bang I rejected the takeoff at 135 knots at 365;000 pounds (planned V speeds; V1 148; vr 159; V2 164). We called ATC to advise of our situation. We decelerated and exited/cleared the runway and followed procedures and checklists. We observed btms numbers of 2's and 4's as we stopped.completing QRH items; I started the APU and as [ground personnel] approached we observed the btms numbers increasing to maximum values of 8's and 9's. When we made interphone contact with the [ground personnel] he advised us that as they approached the aircraft there was some smoke coming from the left brakes and his men had already placed several cooling fans around the aircraft and that the smoking brakes had stopped. He also advised us that the brake temps were reading over 500 degrees from his infrared readings. We advised him not to approach the brakes/tires due to burst possibility and we shut down both engines but left flaps at takeoff position as per QRH. We consulted the rejected takeoff brake cooling charts; hot brakes checklists/charts and determined that we were in the warning zone and calculated an 80 minute cooling time. We conferred with the flight attendants and verified that the cabin situation was calm and stable. They reported that several passengers observed a burst of flame from the right engine associated with the bird strike. Also an outbound; taxiing aircraft observed/reported the flash of flame from our right engine. (Confirming my suspicions of possible wildlife ingestion) we consulted with dispatch; maintenance control and the [operations manager] via satcom several times to coordinate and establish appropriate/best options. While we waited out our cooling time; officials took photos and samples of bird remains from our aircraft. We were informed that we had struck not one; but two large birds. We coordinated with operations and apron control for a gate/hard stand. As our 80 minute cooling time concluded (btms values of 1 and 2) we asked contract maintenance to confirm that the fuse plugs had not melted prior to movement. Making timely and appropriate PA's; we coordinated with the flight attendant's (flight attendants); we retracted the flaps when clear; we were towed to the hard stand and eventually deplaned. Either the wildlife officials or contract maintenance cleaned all of the blood and feathers from the nacelle and fan before we left the cooling location. I saw a photo from one of the mechanics and the bloody impact was at the 6 o'clock position centered on the leading edge of the engine lip. About 2 feet wide left and right and about 6 inches toward the inside and about 12 inches along the underside of the nacelle. When we finally were able to exit the airplane; very little evidence remained but upon our post incident walk around and engine inspection. We noted a small amount of wildlife remains on the fan hub; fan shroud; bypass stators and engine compressor inlet.I say 'we' in most of my narrative because it was genuinely a team effort and I have a great team every time I fly. First officer (first officer) and international relief officer (international relief officer) were exemplary in the performance of their duties and they were an incredible asset during all aspects of this incident. We as a team; made a dozen or so PA's to the passengers; we coordinated and maintained a dialog with the flight attendants; answered multiple simultaneous queries and communications to/from ATC; police; ops; local maintenance; dispatch; [maintenance control] and [operations management] in addition to performing QRH; checklist; fom; and SOP tasks. The flight attendants did an exemplary job of controlling the cabin; comforting the passengers and providing input to the flight deck.I will speak for the entire crew in that we all feel that we well prepared professionally for this type of event and although the coordination/support of all involved created some communication challenges; we are thankful for such support.

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Original NASA ASRS Text

Title: B767 flight crew reported rejecting the takeoff following a bird strike in the right engine that resulted in a compressor stall.

Narrative: There were no bird or wildlife reports from ATC or preceding aircraft. Upon a seemingly normal takeoff roll; soon after 100 knots and well prior to V1 we observed large bird take off from the runway (just right of centerline about 150 feet ahead of us) we anticipated a thump from a possible impact of the bird but instead we heard a very loud bang (compressor stall) MUCH louder than an impact of a large bird. Suspecting possible engine damage associated with the loud bang I rejected the takeoff at 135 knots at 365;000 pounds (planned V speeds; V1 148; Vr 159; V2 164). We called ATC to advise of our situation. We decelerated and exited/cleared the runway and followed procedures and checklists. We observed BTMS numbers of 2's and 4's as we stopped.Completing QRH items; I started the APU and as [ground personnel] approached we observed the BTMS numbers increasing to maximum values of 8's and 9's. When we made interphone contact with the [ground personnel] he advised us that as they approached the aircraft there was some smoke coming from the left brakes and his men had already placed several cooling fans around the aircraft and that the smoking brakes had stopped. He also advised us that the brake temps were reading over 500 degrees from his infrared readings. We advised him not to approach the brakes/tires due to burst possibility and we shut down both engines but left flaps at takeoff position as per QRH. We consulted the RTO brake cooling charts; hot brakes checklists/charts and determined that we were in the Warning zone and calculated an 80 minute cooling time. We conferred with the flight attendants and verified that the cabin situation was calm and stable. They reported that several passengers observed a burst of flame from the right engine associated with the bird strike. Also an outbound; taxiing aircraft observed/reported the flash of flame from our right engine. (Confirming my suspicions of possible wildlife ingestion) We consulted with Dispatch; Maintenance Control and the [Operations Manager] via SATCOM several times to coordinate and establish appropriate/best options. While we waited out our cooling time; officials took photos and samples of bird remains from our aircraft. We were informed that we had struck not one; but two large birds. We coordinated with OPS and apron control for a gate/hard stand. As our 80 minute cooling time concluded (BTMS values of 1 and 2) we asked contract maintenance to confirm that the fuse plugs had not melted prior to movement. Making timely and appropriate PA's; we coordinated with the FA's (Flight Attendants); we retracted the flaps when clear; we were towed to the hard stand and eventually deplaned. Either the wildlife officials or contract maintenance cleaned all of the blood and feathers from the nacelle and fan before we left the cooling location. I saw a photo from one of the mechanics and the bloody impact was at the 6 o'clock position centered on the leading edge of the engine lip. About 2 feet wide left and right and about 6 inches toward the inside and about 12 inches along the underside of the nacelle. When we finally were able to exit the airplane; very little evidence remained but upon our post incident walk around and engine inspection. We noted a small amount of wildlife remains on the fan hub; fan shroud; bypass stators and engine compressor inlet.I say 'WE' in most of my narrative because it was genuinely a team effort and I have a great team every time I fly. FO (First Officer) and IRO (International Relief Officer) were exemplary in the performance of their duties and they were an incredible asset during all aspects of this incident. We as a team; made a dozen or so PA's to the passengers; we coordinated and maintained a dialog with the flight attendants; answered multiple simultaneous queries and communications to/from ATC; Police; Ops; Local Maintenance; Dispatch; [Maintenance Control] and [Operations Management] in addition to performing QRH; checklist; FOM; and SOP tasks. The flight attendants did an exemplary job of controlling the cabin; comforting the passengers and providing input to the flight deck.I will speak for the entire crew in that we all feel that we well prepared professionally for this type of event and although the coordination/support of all involved created some communication challenges; we are thankful for such support.

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.