Sully Only Hit Two!

Now that I’m on reserve, I was looking forward to a quiet month and the occasional flight to continue building experience. After major electrical failures on my first flight and loss of steering on one of my last flights, I was hoping for some routine uneventful trips. Thanks to a small gaggle of Canada geese, that was not to be. Call me “Black Cloud”, but my streak of excitement continues.

Crew Scheduling called yesterday informing me that I had been assigned a last-minute overnight trip to St Louis. That’s exactly the type of trip I hope for; simple, one leg trips, out, overnight, back in. That’s much better than sitting around hoping for flight time. I grab a quick one hour nap, shower, change into uniform and head to the airport early since I know that I have several publication changes I need to install into my manuals. While in the crew room, I meet my Captain for the flight who seems to be sharp and easy going. I head down to gate B15 early since our aircraft is there, review the maintenance log, bring power onto the aircraft, and then head out to the ramp to perform the pre-flight inspection. All is in order and the flight to STL proceeds out early with the Captain driving. All in all it was a textbook relaxing flight, and we arrived about 20 minutes early.

This morning started at 0445 with an AOV (asses on van) time of 0600. We arrive at the airport and quickly pass though security arriving at our gate exactly on time at 0615 for our 0645 push. Because this is the first flight of the day for the aircraft, I take extra time during the pre-flight inspection to open all access panels and perform the required security checks. Noting nothing amiss I return to the flight deck to set up the FMS and instrumentation for the flight back to Detroit, which will be my leg. Copy ATIS weather, call for our ATC clearance, close the passenger door 3 minutes early, call for push, and we’re on our way.

After engine start Captain Sean calls for the after start checklist, and then the before takeoff checklist as we taxi toward runway 12R. It is 4 degrees outside with light rain, so the takeoff will be conducted using both wing and engine cowl anti-ice, and full power will be used instead of the normal “flex thrust”, a procedure we typically employ which allows us to use less than full power on takeoff to minimize stress on the engines. We weigh 76,500 pounds this morning, well below the maximum takeoff weight of 84,500. Our ACARS runway data tells us to set the flaps to 20 degrees, full thrust (due to anti-ice being on), and also tells us that if we lose an engine on takeoff we should continue climbing straight out on a heading of 121 degrees, the runway heading. As we slowly taxi onto the runway, the Captain calls for the runway items checklist, the last series of checks before we transfer control and I start the takeoff roll.

Before continuing, let me describe a normal takeoff sequence, or what SHOULD have happened this morning. The final item on the runway items check is a confirmation that the compass reads the expected heading for the runway. This is a final verification that we are in fact taxiing into position for the correct runway, a check that everyone does following the fatal crash of a CRJ a while back that attempted to take off from the wrong runway at Lexington KY. Once the First Officer announces “runway items complete”, the Captain either starts the takeoff roll if it is his leg to fly, or turns control of the throttles over to the FO, announcing “your aircraft” if it is the FO’s leg. The FO then advances the throttles up to around 75% power, checks engine instruments to ensure both engines look good, and then advances the throttles to the “TAKEOFF” detent, announcing “Set Thrust”, and then takes his hands off of the throttles, placing both hands on the control column. Although the FO is performing the takeoff, the Captain still maintains control of the throttles and has the obvious authority to abort the takeoff. When the FO calls “set thrust”, the PNF (Pilot Not Flying, or in this case, the Captain) confirms that both engines are developing the appropriate power, and if so he calls “Thrust Set”, again keeping his hands on the throttles. As the PF concentrates on tracking the centerline of the runway, the PNF calls out “80 knots”, and the PF quickly checks his airspeed indicator to ensure that he sees about 80 knots and calls "checks". The PF then again shifts concentration down the runway, and the PNF calls first “V-1”, and then “Rotate”, where the PF then pulls back on the control column and lifts the aircraft from the runway. Again, this is what happens on 99.9% of takeoffs, but today Captain Sean and I joined the 0.1% Club, thanks to a gaggle of suicidal, dumb-ass geese.

The Captain calls “runway items” was we taxi onto runway 12R. I shut off the automatic fuel cross flow, ensure the transponder is on, check and clear the EICAS display, and call out the indicated runway heading and compare to the expected runway heading. The Captain says “your aircraft” and I bring the throttles up, looking down the runway, seeing nothing but open pavement. I find out later that the geese landed on the right edge of the runway as we were turning onto the runway, but I did not see them as I was running the runway items checks. The Captain did not say anything because they were clear of the runway when they landed, and were moving further away. Anyway, thrust is set and we quickly accelerate down the runway. At 80 knots I don’t hear the Captain’s call, so I look over at him and note that he’s looking down the runway with a concerned look, and he states “I hope they move”. I look and see the geese have decided to take flight, and unfortunately have decided to fly right in front of us. At this point, there is nothing you can do but maintain control of the aircraft and pray that you don’t hit any. Unfortunately we did…five in fact, with one striking the radar dome directly under our feet which made an extremely loud bang. The Captain immediately pulls the throttles back to idle and calls the abort and I immediately inform the tower that we are aborting due to multiple bird strikes, and that they should inspect the runway for bird and/or airplane parts before allowing another aircraft to takeoff or land. As soon as we taxi clear of the runway the Captain makes a PA announcement telling the passengers what has happened, both of us knowing that a high-speed abort like this is very scary to the cabin crew and passengers who have no idea what’s happening. Later we learn that no one in the cabin actually heard the strikes, and until we made the announcement and the passengers looked out their windows at the goo on the wings, they had no idea that something had happened.

Rejected takeoff checklist complete. After landing checklist complete. Operations clears gate A3 for us and we taxi in, allowing the passengers to disembark and hopefully catch another flight to Detroit. The STL contract maintenance guy (that’s right…only one person on duty today) performs a complete rejected takeoff and birdstrike inspection. The crew spends the next 5 hours at the airport, answering questions and performing post-inspection engine checks. We find out from Maintenance and from STL Airport Operations that a total of five dead geese were recovered from the runway, which checks with the visible tally; one on the radar dome, one on the nose gear, one on the right wing, and two on the left wing. We’re finally cleared to return the aircraft to Detroit, where my phone rings and Crew Scheduling tells me that they have another “quick” overnight trip to Buffalo NY for me in a couple of hours. Not even off of the airplane yet, I assist the Captain in terminating the aircraft, pack up my bags, and head to Gate B15 for my Buffalo flight. Gate B15, where the adventure started less than 24 hours ago as I headed off to STL. Again I think of my reasoning in deciding to become an airline pilot, which is to gain experience. God only knows how much more experience I can take!

Fly safe and watch those damn geese!