Narrative:

During rotation; we impacted a hawk; which was flying off the runway. We heard and felt the impact of the bird against the aircraft. Upon a normal climbout we also smelled an acrid smell associated with burned flesh which entered the bleed system. I elected to return to the field; given these circumstances. We requested and were cleared to level off at 3000 ft to maintain our present heading. We configured normally and were straight and level at 3000 ft and approximately 210 KTS. We requested vectors to stay in the traffic pattern; declared an emergency; advised company via ACARS as well as cabin crew and passengers via intercom and pa. We consulted the QRH for an over weight landing and configured for maximum fuel burn. Engine vibrations were normal and there were never any EICAS messages or any abnormal warnings or indications. After completing the climb; descent; approach and landing checklist we landed normally. I took the controls and assumed the pilot-flying role during the base leg. The first officer assumed pilot monitoring duties. Our approximate landing weight was 78000 pounds. Emergency vehicles were standing by and we reported a normal situation clear of the runway; with no need for emergency vehicles. Coordination with ramp; dispatch maintenance; tower and the chief pilots office were normal and timely. Damage to the #1 engine (engine blades as well as internal damage to the stator veins and housing) was noted and being inspected when we left the plane. The event occurred after V1. I think the responses to the event by the crew and all associated facilities (atc; company; maintenance; fire department; dispatch and the chief pilots office) were timely; coordinated and efficient.

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Original NASA ASRS Text

Title: ERJ170 flight crew and a Flight Attendant report on a bird strike during takeoff and the subsequent return for landing.

Narrative: During rotation; we impacted a hawk; which was flying off the runway. We heard and felt the impact of the bird against the aircraft. Upon a normal climbout we also smelled an acrid smell associated with burned flesh which entered the bleed system. I elected to return to the field; given these circumstances. We requested and were cleared to level off at 3000 FT to maintain our present heading. We configured normally and were straight and level at 3000 FT and approximately 210 KTS. We requested vectors to stay in the traffic pattern; declared an emergency; advised company via ACARS as well as cabin crew and passengers via intercom and pa. We consulted the QRH for an over weight landing and configured for maximum fuel burn. Engine vibrations were normal and there were never any EICAS messages or any abnormal warnings or indications. After completing the climb; descent; approach and landing checklist we landed normally. I took the controls and assumed the pilot-flying role during the base leg. The First Officer assumed pilot monitoring duties. Our approximate landing weight was 78000 LBS. Emergency vehicles were standing by and we reported a normal situation clear of the runway; with no need for emergency vehicles. Coordination with ramp; dispatch maintenance; tower and the Chief Pilots office were normal and timely. Damage to the #1 engine (engine blades as well as internal damage to the stator veins and housing) was noted and being inspected when we left the plane. The event occurred after V1. I think the responses to the event by the crew and all associated facilities (atc; company; maintenance; fire department; dispatch and the Chief Pilots office) were timely; coordinated and efficient.

Data retrieved from NASA's ASRS site as of April 2012 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.