Narrative:

After takeoff, 100 ft AGL, a bird impacted the left side of the fuselage. After confirming no engine damage the first officer initiated a standard noise abatement climb out. Passing 3000 ft, we still had no contact with departure control. While the captain was correcting this, the first officer stated our #1 and #2 needles were split 30 degrees despite being on the same frequency. While suspecting electromagnetic interference the first officer stated he'd maintain his present heading and turn over the LOM when he received proper visual and aural identify. The first officer then called for thrust management/automatic throttles. While switching to departure control the captain selected performance management on the FMS. The FMS displayed the holding page, flaps 4 degrees, and the throttles now moved to idle. The navigation and power problems were discovered immediately and remedied as soon as possible. Shortly after the above items took place, the departure controller inquired about our altitude. We had inadvertently climbed approximately 250 ft above our assigned altitude of 5000 ft. The first officer had already declared this and was correcting back. A vector on course was given, our navaids and FMS problems cleared up and the remainder of flight was uneventful. The events above happened in a very short time span during a high workload period. All abnormalities and deviations were discovered instantly and handled in a quick/professional manner. The bird strike and FMS problems were noted in the maintenance logbook and I suspect electronic interference did occur from either an onboard unauthorized transmitter receiver or external jamming. Supplemental information from acn 243663: the maximum altitude attained prior to leveling off at 5000 ft was 5250-5300 ft. Ffa departures are complicated enough with no distrs. Supplemental information from acn 243437: the eddf departures are complicated enough without including a bird strike, malfunctioning ADF, communications problems, malfunctions FMS performance management. Cockpit workload became very high! Callback conversation with reporter revealed the following: there was no relationship between the bird strike and any of the following aircraft malfunctions. The electro- magnetic interference suspected by some of the crew was due to the ADF needles splitting and nothing else. The FMS glitches were not thought to be caused by crew error as the problem recurred on a later attempt. The FMS thought it was to provide power for holding with 4 degree flaps and reduced power accordingly.

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Original NASA ASRS Text

Title: BIRD STRIKE, INST PROB, FMS MALFUNCTION CAUSE ALT OVERSHOOT.

Narrative: AFTER TKOF, 100 FT AGL, A BIRD IMPACTED THE L SIDE OF THE FUSELAGE. AFTER CONFIRMING NO ENG DAMAGE THE FO INITIATED A STANDARD NOISE ABATEMENT CLBOUT. PASSING 3000 FT, WE STILL HAD NO CONTACT WITH DEP CTL. WHILE THE CAPT WAS CORRECTING THIS, THE FO STATED OUR #1 AND #2 NEEDLES WERE SPLIT 30 DEGS DESPITE BEING ON THE SAME FREQ. WHILE SUSPECTING ELECTROMAGNETIC INTERFERENCE THE FO STATED HE'D MAINTAIN HIS PRESENT HDG AND TURN OVER THE LOM WHEN HE RECEIVED PROPER VISUAL AND AURAL IDENT. THE FO THEN CALLED FOR THRUST MGMNT/AUTO THROTTLES. WHILE SWITCHING TO DEP CTL THE CAPT SELECTED PERFORMANCE MGMNT ON THE FMS. THE FMS DISPLAYED THE HOLDING PAGE, FLAPS 4 DEGS, AND THE THROTTLES NOW MOVED TO IDLE. THE NAV AND PWR PROBS WERE DISCOVERED IMMEDIATELY AND REMEDIED ASAP. SHORTLY AFTER THE ABOVE ITEMS TOOK PLACE, THE DEP CTLR INQUIRED ABOUT OUR ALT. WE HAD INADVERTENTLY CLBED APPROX 250 FT ABOVE OUR ASSIGNED ALT OF 5000 FT. THE FO HAD ALREADY DECLARED THIS AND WAS CORRECTING BACK. A VECTOR ON COURSE WAS GIVEN, OUR NAVAIDS AND FMS PROBS CLRED UP AND THE REMAINDER OF FLT WAS UNEVENTFUL. THE EVENTS ABOVE HAPPENED IN A VERY SHORT TIME SPAN DURING A HIGH WORKLOAD PERIOD. ALL ABNORMALITIES AND DEVS WERE DISCOVERED INSTANTLY AND HANDLED IN A QUICK/PROFESSIONAL MANNER. THE BIRD STRIKE AND FMS PROBS WERE NOTED IN THE MAINT LOGBOOK AND I SUSPECT ELECTRONIC INTERFERENCE DID OCCUR FROM EITHER AN ONBOARD UNAUTHORIZED XMITTER RECEIVER OR EXTERNAL JAMMING. SUPPLEMENTAL INFORMATION FROM ACN 243663: THE MAX ALT ATTAINED PRIOR TO LEVELING OFF AT 5000 FT WAS 5250-5300 FT. FFA DEPS ARE COMPLICATED ENOUGH WITH NO DISTRS. SUPPLEMENTAL INFORMATION FROM ACN 243437: THE EDDF DEPS ARE COMPLICATED ENOUGH WITHOUT INCLUDING A BIRD STRIKE, MALFUNCTIONING ADF, COMS PROBS, MALFUNCTIONS FMS PERFORMANCE MGMNT. COCKPIT WORKLOAD BECAME VERY HIGH! CALLBACK CONVERSATION WITH REPORTER REVEALED THE FOLLOWING: THERE WAS NO RELATIONSHIP BTWN THE BIRD STRIKE AND ANY OF THE FOLLOWING ACFT MALFUNCTIONS. THE ELECTRO- MAGNETIC INTERFERENCE SUSPECTED BY SOME OF THE CREW WAS DUE TO THE ADF NEEDLES SPLITTING AND NOTHING ELSE. THE FMS GLITCHES WERE NOT THOUGHT TO BE CAUSED BY CREW ERROR AS THE PROB RECURRED ON A LATER ATTEMPT. THE FMS THOUGHT IT WAS TO PROVIDE PWR FOR HOLDING WITH 4 DEG FLAPS AND REDUCED PWR ACCORDINGLY.

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.