Narrative:

During the takeoff roll at cos, we encountered a flock of small birds and could aurally determine numerous bird strikes. The airspeed at which the captain initiated abort actions was 110 KIAS (abort was initiated immediately after hearing birds strike the aircraft). All aircraft systems worked normally during the rejected takeoff. Upon clearing the runway, the after landing checklist was initiated and completed. Engines were run at takeoff thrust to ascertain possible engine damage. All engine instruments appeared normal during engine runup. During the engine runup I was computing brake cooling times using the performance chart located in the odm-abnormal section. For our takeoff gross weight (140.2), temperature (52 degrees F), PA (6000') and abort airspeed 9110 KIAS), our brake cooling period (parking brakes off) was 63 mins. The first officer verified cooling period. Clearance was obtained for taxi back to the ramp. Since we were close to tire fuse plug limit, we requested and received clearance to park on the ramp away from the gate and other nearby aircraft. The APU was started during the taxi back to the ramp for ground power and air conditioning. Upon being parked, engines were shut down after chocks were in place. Parking brake was not used. Contract maintenance was advised of possible hot brakes and the possibility of the fuse plugs blowing. They reported the brakes very warm, but not excessively hot. Passenger evacuate/evacuation consideration was dropped at this time. All company reports were completed by landline since direct VHF radio contact was not possible at cos. Contract maintenance inspected the air frame and engines and found no damage. A log book entry was made to clear the air crew log book entry. Appropriate form procedures were reviewed to ensure all reports were filed and the aircraft was airworthy for a subsequent departure. The crew discussed the possibility of a second abort and reviewed passenger evacuate/evacuation procedures. A subsequent departure from the gate was made 74 mins following the rejected takeoff. This time period allowed ample time for agents to rebook passenger on more timely flts, aircraft servicing to dispatch fuel requirements and recomputation of weight and data record. The subsequent takeoff was uneventful; however, the captain elected to leave the gear extended after takeoff and for a few mins during climb out to air cool the brakes prior to gear retraction. It is my firm belief our crew took all necessary actions to ensure the safety of aircraft, crew and passenger during this incident. ATC actions were helpful and cooperative, contract maintenance inspections thorough and complete, and all actions to keep the passenger informed during the entire period were appreciated and confirmed through positive verbal feedback.

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Original NASA ASRS Text

Title: ON TKOF ROLL AT COS, FLT CREW OF LGT EXPERIENCED MULTIPLE BIRD STRIKE ON AIR FRAME. TKOF ABORTED. ENGINES RUN UP. NO DAMAGE. TAXIED TO RAMP FOR TIRE COOLING.

Narrative: DURING THE TKOF ROLL AT COS, WE ENCOUNTERED A FLOCK OF SMALL BIRDS AND COULD AURALLY DETERMINE NUMEROUS BIRD STRIKES. THE AIRSPD AT WHICH THE CAPT INITIATED ABORT ACTIONS WAS 110 KIAS (ABORT WAS INITIATED IMMEDIATELY AFTER HEARING BIRDS STRIKE THE ACFT). ALL ACFT SYSTEMS WORKED NORMALLY DURING THE REJECTED TKOF. UPON CLRING THE RWY, THE AFTER LNDG CHKLIST WAS INITIATED AND COMPLETED. ENGS WERE RUN AT TKOF THRUST TO ASCERTAIN POSSIBLE ENG DAMAGE. ALL ENG INSTRUMENTS APPEARED NORMAL DURING ENG RUNUP. DURING THE ENG RUNUP I WAS COMPUTING BRAKE COOLING TIMES USING THE PERFORMANCE CHART LOCATED IN THE ODM-ABNORMAL SECTION. FOR OUR TKOF GROSS WT (140.2), TEMP (52 DEGS F), PA (6000') AND ABORT AIRSPD 9110 KIAS), OUR BRAKE COOLING PERIOD (PARKING BRAKES OFF) WAS 63 MINS. THE F/O VERIFIED COOLING PERIOD. CLRNC WAS OBTAINED FOR TAXI BACK TO THE RAMP. SINCE WE WERE CLOSE TO TIRE FUSE PLUG LIMIT, WE REQUESTED AND RECEIVED CLRNC TO PARK ON THE RAMP AWAY FROM THE GATE AND OTHER NEARBY ACFT. THE APU WAS STARTED DURING THE TAXI BACK TO THE RAMP FOR GND PWR AND AIR CONDITIONING. UPON BEING PARKED, ENGS WERE SHUT DOWN AFTER CHOCKS WERE IN PLACE. PARKING BRAKE WAS NOT USED. CONTRACT MAINT WAS ADVISED OF POSSIBLE HOT BRAKES AND THE POSSIBILITY OF THE FUSE PLUGS BLOWING. THEY RPTED THE BRAKES VERY WARM, BUT NOT EXCESSIVELY HOT. PAX EVAC CONSIDERATION WAS DROPPED AT THIS TIME. ALL COMPANY RPTS WERE COMPLETED BY LANDLINE SINCE DIRECT VHF RADIO CONTACT WAS NOT POSSIBLE AT COS. CONTRACT MAINT INSPECTED THE AIR FRAME AND ENGS AND FOUND NO DAMAGE. A LOG BOOK ENTRY WAS MADE TO CLR THE AIR CREW LOG BOOK ENTRY. APPROPRIATE FORM PROCS WERE REVIEWED TO ENSURE ALL RPTS WERE FILED AND THE ACFT WAS AIRWORTHY FOR A SUBSEQUENT DEP. THE CREW DISCUSSED THE POSSIBILITY OF A SECOND ABORT AND REVIEWED PAX EVAC PROCS. A SUBSEQUENT DEP FROM THE GATE WAS MADE 74 MINS FOLLOWING THE REJECTED TKOF. THIS TIME PERIOD ALLOWED AMPLE TIME FOR AGENTS TO REBOOK PAX ON MORE TIMELY FLTS, ACFT SVCING TO DISPATCH FUEL REQUIREMENTS AND RECOMPUTATION OF WT AND DATA RECORD. THE SUBSEQUENT TKOF WAS UNEVENTFUL; HOWEVER, THE CAPT ELECTED TO LEAVE THE GEAR EXTENDED AFTER TKOF AND FOR A FEW MINS DURING CLBOUT TO AIR COOL THE BRAKES PRIOR TO GEAR RETRACTION. IT IS MY FIRM BELIEF OUR CREW TOOK ALL NECESSARY ACTIONS TO ENSURE THE SAFETY OF ACFT, CREW AND PAX DURING THIS INCIDENT. ATC ACTIONS WERE HELPFUL AND COOPERATIVE, CONTRACT MAINT INSPECTIONS THOROUGH AND COMPLETE, AND ALL ACTIONS TO KEEP THE PAX INFORMED DURING THE ENTIRE PERIOD WERE APPRECIATED AND CONFIRMED THROUGH POSITIVE VERBAL FEEDBACK.

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.