Narrative:

The takeoff roll was initiated and normal in all respects. Prior to V1; I noticed a large hawk flying in towards the aircraft. I told the captain that I thought we might be about to hit a bird. I saw the bird change course at the last minute and head down the right side of the aircraft thinking it would be very close to the right engine. Prior to switching to departure frequency I reported to tower that we may have had a bird strike. The tower copied the report and then we switched to departure. We then began to smell what we thought was a burning smell from the bird being ingested into the right engine and detected a higher than normal vibration level from the engine. We initially leveled at 3000 ft; completed the after takeoff checklist and began to assess the right engine for any indications of damage. All engine indications appeared normal and with the power reduction the vibration had gone away. ATC then cleared us to climb to 4000 ft and as the power was increased towards climb power a moderate vibration returned to the right engine. The captain then informed me that we would just go ahead and return to ZZZ and get the engine inspected for damage. I informed ATC of our intentions to return and we were given immediate vectors to runway xxc at ZZZ. The captain then talked to the flight attendants and passengers to let them know what had happened and our intentions. They informed us then that they were smelling some kind of burning smell as well. By now we were on a high right base to xxc and ATC cleared us for a visual approach and switched us to tower and we were cleared to land and informed of ground equipment standing by. We completed all remaining checklists and configured for the final approach to landing. We were given such a tight vector and thus high on the initial approach clearance. The captain decided to make a flaps 25 landing due to higher airspeed needed to get back on normal profile and due to the fact that target approach speed being only a few knots under max speed for flaps 30. The captain performed a very nice approach and made a very nice soft touchdown for our overweight landing. The aircraft was slowed using reverse thrust and normal braking. We made a turn off at the far high speed turnoff and the captain brought the aircraft to a stop for inspection by emergency ground personnel. We then shut down the right hand engine and ground personnel inspected the brakes and the engine for damage. We were advised that there were no indications of hot brakes but that the fan on the right hand engine had several bent blades and advised against restarting the engine for taxi. Ground then gave us clearance to taxi to the gate where we then secured the aircraft using normal procedures.

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Original NASA ASRS Text

Title: B757 flight crew reports bird strike just prior to V1 during takeoff. Once airborne; vibration is noted and the decision is made to return for an overweight landing. Fan damage is noted after engine shut down.

Narrative: The takeoff roll was initiated and normal in all respects. Prior to V1; I noticed a large hawk flying in towards the aircraft. I told the Captain that I thought we might be about to hit a bird. I saw the bird change course at the last minute and head down the right side of the aircraft thinking it would be very close to the right engine. Prior to switching to departure frequency I reported to Tower that we may have had a bird strike. The Tower copied the report and then we switched to departure. We then began to smell what we thought was a burning smell from the bird being ingested into the right engine and detected a higher than normal vibration level from the engine. We initially leveled at 3000 ft; completed the after takeoff checklist and began to assess the right engine for any indications of damage. All engine indications appeared normal and with the power reduction the vibration had gone away. ATC then cleared us to climb to 4000 ft and as the power was increased towards climb power a moderate vibration returned to the right engine. The Captain then informed me that we would just go ahead and return to ZZZ and get the engine inspected for damage. I informed ATC of our intentions to return and we were given immediate vectors to Runway XXC at ZZZ. The Captain then talked to the flight attendants and passengers to let them know what had happened and our intentions. They informed us then that they were smelling some kind of burning smell as well. By now we were on a high right base to XXC and ATC cleared us for a visual approach and switched us to Tower and we were cleared to land and informed of ground equipment standing by. We completed all remaining checklists and configured for the final approach to landing. We were given such a tight vector and thus high on the initial approach clearance. The Captain decided to make a flaps 25 landing due to higher airspeed needed to get back on normal profile and due to the fact that target approach speed being only a few knots under max speed for flaps 30. The Captain performed a very nice approach and made a very nice soft touchdown for our overweight landing. The aircraft was slowed using reverse thrust and normal braking. We made a turn off at the far high speed turnoff and the Captain brought the aircraft to a stop for inspection by emergency ground personnel. We then shut down the right hand engine and ground personnel inspected the brakes and the engine for damage. We were advised that there were no indications of hot brakes but that the fan on the right hand engine had several bent blades and advised against restarting the engine for taxi. Ground then gave us clearance to taxi to the gate where we then secured the aircraft using normal procedures.

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.