Narrative:

I was the first officer flying a standard takeoff for a flight from ord to dtw. Just as we reached vr both the captain and myself saw a flock of snow geese fly across the runway from left to right. As the mains of our large transport broke ground we felt numerous impacts and saw and felt the left engine start to shudder and vibrate and lose thrust. We climbed to our clean up altitude and cleaned up the aircraft. We then started a climb to 3000 ft MSL and took vectors to a visual approach to runway 27R at ord. I continued to fly while the captain handled the emergency procedures for shutting down the #1 engine. We flew a 8-10 NM visual to runway 27R with the captain performing a single engine landing. Crash crews verified no fire so we taxied to the gate. Total airborne time was 14 min. We later learned that we were the second aircraft to hit birds that day (the first was not critical). There was no mention of any bird threat on ATIS. (That we can remember). Visual inspection showed several birds hitting the #1 engine, the leading edge of the left wing, and one strike on the leading edge of the right wing inboard of the #2 engine. The most positive aspect of this experience was the excellent way we as a crew were able to handle this problem even though we had never flown together before that day. It reflects very highly of our airlines training and standards procedures. We had an FAA air carrier inspector on the jumpseat observing the whole thing. Supplemental information from acn 184338. Training and standardization paid off in this incident.

Related reports:

Google
 

Original NASA ASRS Text

Title: BIRD STRIKE ON TKOF CAUSES INFLT ENG SHUTDOWN.

Narrative: I WAS THE FO FLYING A STANDARD TKOF FOR A FLT FROM ORD TO DTW. JUST AS WE REACHED VR BOTH THE CAPT AND MYSELF SAW A FLOCK OF SNOW GEESE FLY ACROSS THE RWY FROM L TO R. AS THE MAINS OF OUR LGT BROKE GND WE FELT NUMEROUS IMPACTS AND SAW AND FELT THE L ENG START TO SHUDDER AND VIBRATE AND LOSE THRUST. WE CLBED TO OUR CLEAN UP ALT AND CLEANED UP THE ACFT. WE THEN STARTED A CLB TO 3000 FT MSL AND TOOK VECTORS TO A VISUAL APCH TO RWY 27R AT ORD. I CONTINUED TO FLY WHILE THE CAPT HANDLED THE EMER PROCS FOR SHUTTING DOWN THE #1 ENG. WE FLEW A 8-10 NM VISUAL TO RWY 27R WITH THE CAPT PERFORMING A SINGLE ENG LNDG. CRASH CREWS VERIFIED NO FIRE SO WE TAXIED TO THE GATE. TOTAL AIRBORNE TIME WAS 14 MIN. WE LATER LEARNED THAT WE WERE THE SECOND ACFT TO HIT BIRDS THAT DAY (THE FIRST WAS NOT CRITICAL). THERE WAS NO MENTION OF ANY BIRD THREAT ON ATIS. (THAT WE CAN REMEMBER). VISUAL INSPECTION SHOWED SEVERAL BIRDS HITTING THE #1 ENG, THE LEADING EDGE OF THE L WING, AND ONE STRIKE ON THE LEADING EDGE OF THE R WING INBOARD OF THE #2 ENG. THE MOST POSITIVE ASPECT OF THIS EXPERIENCE WAS THE EXCELLENT WAY WE AS A CREW WERE ABLE TO HANDLE THIS PROBLEM EVEN THOUGH WE HAD NEVER FLOWN TOGETHER BEFORE THAT DAY. IT REFLECTS VERY HIGHLY OF OUR AIRLINES TRAINING AND STANDARDS PROCS. WE HAD AN FAA AIR CARRIER INSPECTOR ON THE JUMPSEAT OBSERVING THE WHOLE THING. SUPPLEMENTAL INFO FROM ACN 184338. TRAINING AND STANDARDIZATION PAID OFF IN THIS INCIDENT.

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.