Narrative:

It was a part 91 flight with no passengers onboard. Weather was calm winds with overcast at 2800 ft with 10 NM visibility. After normal preflight and fueling preparations were accomplished that afternoon the captain and first officer elected to depart runway 3R for a northbound departure. Normal taxi and before takeoff checks were completed during taxi. The aircrew took the runway for departure with first officer at the controls. First officer's focus was outside for the entire takeoff with captain calling speeds and monitored engines and systems (normal operating procedures). Just after rotation and liftoff a large flock of birds departed the runway area approximately two-thirds of the way down the runway. The birds were moving straight up and flying right to left. They were about the size of seagulls. Two strikes were felt on the aircraft. One strike was felt under the fuselage about the foot pedal area and the other somewhere on the left side of the aircraft. The strikes were witnessed by a twin comanche transient holding short of the runway. After the bird strikes no irregularities or vibrations were felt on the aircraft itself; the landing gear was selected up at approximately 100-200 ft AGL and captain reported bird strikes to the tower before switching to approach. A red 'gear unlock' light then came on. After consulting the emergency checklist; the gear was cycled twice with only the two mains extending. The crew then requested a tower flyby to confirm the gear position. The tower observed the two mains down and locked; one nose gear door ajar and one door in the well with the nose gear. After going missed the crew accomplished the blow down procedure with the nitrogen bottle aboard the aircraft; but to no avail. One more tower pass confirmed that there was no change in gear position after the blow down. The crew consulted with each other; company management and maintenance personnel and came to the conclusion to proceed directly to a distant airport. That airport was chosen as destination primarily to burn off excess fuel for landing and because a citation service center is on the field. Due to the mains being down; the crew did not exceed 170 KTS indicated to be sure not the exceed the 210 KTS gear safe operation speed. During the flight; the crew had plenty of time to brief each other on the situation and all possible scenarios as well as coordinate with maintenance personnel and citation X test pilots from cessna. Cessna advised to try some high G maneuvers enroute to try to free the gear up; but it did not work. Before the descent it was understood that the captain would be landing the aircraft on runway 11; the longest runway. The weather was winds 360 at 16g25; 5SM visibility; brk 600 ovc 1500 ft. It was understood that an ILS to that runway was going to be required. A normal approach and configuration of the aircraft (full flap landing) and approach would be accomplished except that no thrust reversers where to be used due to the gusty winds and aft center of gravity in the aircraft. Normal callouts were to made by the first officer throughout the approach as well and detailed airspeed callouts once the mains were on the ground. Directional control was to be maintained by the captain. The aircraft touched down at vref 109 stayed on the mains for approximately 2500 ft when the nose was gently placed down at 82 KTS with brakes applied at approximately 60 KTS. The aircraft never left the centerline of the runway from the time of touched down to the time that it grinded to a halt approximately 6000 ft down the runway. Once stopped; the flight crew did an emergency evacuation of the aircraft out of the main door and departed to the upwind of the aircraft. There were no injuries or fatalities in the incident. Given the situation; there was relatively minor damage to the aircraft which included grinding of radome cowl and nose landing gear doors. As a side note; I attribute the positive outcome of this incident to our company's stringent safety agenda; excellent crew resource management great training and an all around exemplary aircraft designed by cessna.

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Original NASA ASRS Text

Title: A CE750 struck a flock of birds on takeoff jamming the nose gear up. The flight diverted and made an emergency landing with the nose gear retracted. The aircraft sustained minimal damage.

Narrative: It was a Part 91 flight with no passengers onboard. Weather was calm winds with overcast at 2800 FT with 10 NM visibility. After normal preflight and fueling preparations were accomplished that afternoon the Captain and First Officer elected to depart Runway 3R for a northbound departure. Normal taxi and before takeoff checks were completed during taxi. The aircrew took the runway for departure with First Officer at the controls. First Officer's focus was outside for the entire takeoff with Captain calling speeds and monitored engines and systems (normal operating procedures). Just after rotation and liftoff a large flock of birds departed the runway area approximately two-thirds of the way down the runway. The birds were moving straight up and flying right to left. They were about the size of seagulls. Two strikes were felt on the aircraft. One strike was felt under the fuselage about the foot pedal area and the other somewhere on the left side of the aircraft. The strikes were witnessed by a twin Comanche transient holding short of the runway. After the bird strikes no irregularities or vibrations were felt on the aircraft itself; the landing gear was selected up at approximately 100-200 FT AGL and Captain reported bird strikes to the Tower before switching to approach. A red 'gear unlock' light then came on. After consulting the emergency checklist; the gear was cycled twice with only the two mains extending. The crew then requested a tower flyby to confirm the gear position. The Tower observed the two mains down and locked; one nose gear door ajar and one door in the well with the nose gear. After going missed the crew accomplished the blow down procedure with the nitrogen bottle aboard the aircraft; but to no avail. One more tower pass confirmed that there was no change in gear position after the blow down. The crew consulted with each other; company management and maintenance personnel and came to the conclusion to proceed directly to a distant airport. That airport was chosen as destination primarily to burn off excess fuel for landing and because a Citation Service Center is on the field. Due to the mains being down; the crew did not exceed 170 KTS indicated to be sure not the exceed the 210 KTS gear safe operation speed. During the flight; the crew had plenty of time to brief each other on the situation and all possible scenarios as well as coordinate with maintenance personnel and Citation X test pilots from Cessna. Cessna advised to try some high G maneuvers enroute to try to free the gear up; but it did not work. Before the descent it was understood that the Captain would be landing the aircraft on Runway 11; the longest runway. The weather was winds 360 at 16G25; 5SM visibility; BRK 600 OVC 1500 FT. It was understood that an ILS to that runway was going to be required. A normal approach and configuration of the aircraft (full flap landing) and approach would be accomplished except that no thrust reversers where to be used due to the gusty winds and aft center of gravity in the aircraft. Normal callouts were to made by the First Officer throughout the approach as well and detailed airspeed callouts once the mains were on the ground. Directional control was to be maintained by the Captain. The aircraft touched down at VREF 109 stayed on the mains for approximately 2500 FT when the nose was gently placed down at 82 KTS with brakes applied at approximately 60 KTS. The aircraft never left the centerline of the runway from the time of touched down to the time that it grinded to a halt approximately 6000 FT down the runway. Once stopped; the flight crew did an emergency evacuation of the aircraft out of the main door and departed to the upwind of the aircraft. There were no injuries or fatalities in the incident. Given the situation; there was relatively minor damage to the aircraft which included grinding of radome cowl and nose landing gear doors. As a side note; I attribute the positive outcome of this incident to our company's stringent safety agenda; excellent crew resource management great training and an all around exemplary aircraft designed by Cessna.

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.