Narrative:

Takeoff gross weight was 70;000 pounds under maximum power. VMC conditions for takeoff from longest runway; xxc with an adequate stop margin and yxc with a slight headwind component. Standard power used. At 140 to 150 KTS a hawk glided right-to-left under the fuselage and toward the left engine. The first officer was pilot flying. The crew observed the bird; which was ingested into the left; number one engine. After rotation and gear retraction; I asked the relief captain to secure number engine bleed to alleviate the strong smell from the bird strike. I reported the strike on the tower frequency and asked that they do a FOD check of runway xxc at about the two-thirds point. All operating parameters were nominal - with the smell previously noted. I secured the left AC pack to allow the odor to purge from the cabin air supply system on the affected side.during initial climb; the left engine N1 vibration presented an index of 1.3 v 0.7 for the right engine. No clunk; thud; nor any other effect was detected at ingestion. We knew that a significant portion of this perhaps 3.5 or 4-pound bird had entered the hot section of the engine; and subsequently the bleed system. The left engine vibration indication decreased to 0.7 after about 20 minutes of flight.we informed dispatch; and maintenance control. Airport operations advised several (nominally) 4x4 inch pieces of a honeycomb material; later identified as from our airplane; had been recovered from the runway in the vicinity of the bird strike. We returned to ZZZ in agreement with our dispatch department. As part of minimizing the landing roll; we declared an emergency and coordinated a fuel jettison with ATC at FL290. We briefed and performed a near-maximum landing weight landing; following a gradual; early descent; with a gradual reduction in power on both engines. Auto-brakes and single reversing using the right engine only; resulted in a fairly long landing roll on runway xxc. The emergency crews visually inspected and confirmed no abnormal condition of the left engine; and we taxied normally to the gate. Upon shutdown; maintenance stated that more honeycomb; acoustic material had exited the exhaust of the left engine. Post-shutdown visual inspection; presented damage to the fan section acoustic shroud honeycomb material. Feathers were also present on several of the leading edges of the fan blades.

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Original NASA ASRS Text

Title: A B777 ingested a bird in the left engine at high speed on the takeoff roll resulting in damage to the engine. Flew crew successfully returned to the departure airport.

Narrative: Takeoff gross weight was 70;000 LBS under maximum power. VMC conditions for takeoff from longest Runway; XXC with an adequate stop margin and YXC with a slight headwind component. Standard power used. At 140 to 150 KTS a hawk glided right-to-left under the fuselage and toward the left engine. The First Officer was pilot flying. The crew observed the bird; which was ingested into the left; number one engine. After rotation and gear retraction; I asked the Relief Captain to secure number engine bleed to alleviate the strong smell from the bird strike. I reported the strike on the Tower frequency and asked that they do a FOD check of Runway XXC at about the two-thirds point. All operating parameters were nominal - with the smell previously noted. I secured the left AC pack to allow the odor to purge from the cabin air supply system on the affected side.During initial climb; the left engine N1 vibration presented an index of 1.3 v 0.7 for the right engine. No clunk; thud; nor any other effect was detected at ingestion. We knew that a significant portion of this perhaps 3.5 or 4-pound bird had entered the hot section of the engine; and subsequently the bleed system. The left engine vibration indication decreased to 0.7 after about 20 minutes of flight.We informed Dispatch; and Maintenance Control. Airport Operations advised several (nominally) 4x4 inch pieces of a honeycomb material; later identified as from our airplane; had been recovered from the Runway in the vicinity of the bird strike. We returned to ZZZ in agreement with our Dispatch Department. As part of minimizing the landing roll; we declared an emergency and coordinated a fuel jettison with ATC at FL290. We briefed and performed a near-maximum landing weight landing; following a gradual; early descent; with a gradual reduction in power on both engines. Auto-brakes and single reversing using the right engine only; resulted in a fairly long landing roll on Runway XXC. The emergency crews visually inspected and confirmed no abnormal condition of the left engine; and we taxied normally to the gate. Upon shutdown; Maintenance stated that more honeycomb; acoustic material had exited the exhaust of the left engine. Post-shutdown visual inspection; presented damage to the fan section acoustic shroud honeycomb material. Feathers were also present on several of the leading edges of the fan blades.

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.