Date: 201808
Local time of day: 0001-0600
Location: ZZZ.TRACON, US
Light: Night
Aircraft: B787 Dreamliner Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class B ZZZ
ATC / advisory: TRACON ZZZ
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Second reporter function: Captain; Pilot Not Flying
Anomaly: Inflight Event / Encounter Bird / Animal
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Diverted; Flight Crew Landed in Emergency Condition
Contributing factors: Environment - Non Weather Related
Primary problem: Environment - Non Weather Related

Narrative: This started as a 4 person crew from ZZZ. This is a late night departure. The flight was delayed approximately 30 minutes for slot time allocation at the destination airport. The aircraft had a clean logbook and ETOPS sign off with no known mechanical issues. We pushed back; started engines; ran the ECL (electronic checklist) in accordance with the AFM (Aircraft Flight Manual). We requested runway XXR for departure and were given taxi instructions to the Hold Point short of that same runway. I was the working [relief pilot] in the center jumpseat and the flying pilot was the FO (First Officer) in the right seat for takeoff. We were given position and hold on Runway XXR and a few moments later we were cleared for takeoff via the RNAV SID off XXR. Starting takeoff roll was as expected with no issues. Acceleration was good with no abnormalities noted.Upon liftoff the landing gear was retracted and LNAV was captured and the PF (pilot flying) was hand flying at the time. Numerous low clouds and fog were passed through as a broken layer to the west of the airport with some patchy clear spots between while climbing to 3;000 feet on the SID. I was looking forward as we passed approximately 1;400 feet and saw a very distinct pattern of 'spots' in the landing lights ahead of us and a split second later the loud sound of multiple impacts and blood on the Captain's windscreen appeared. All of us quickly realized this was a bird strike event. I immediately looked at the engine EFIS stack and it looked like all indications were still normal and the PF said no control issues were noted. This was a NADP-1 departure for noise abatement off XXR so the flaps were still set at 10 degrees as set for takeoff. The flaps were retracted and no abnormalities noted.The PM (pilot monitoring) said he wanted to continue the departure as normal as no control; engine; or pressurization abnormalities were apparent. He then told the PF to continue flying and asked me to use the SATCOM system to contact our dispatcher and request a comm link with [Maintenance Control]. I did this and he began a conference call as we all listened in. While this was happening I asked the Pilot Flying to turn on the Weather Radar to see if the radome had possible damage. He did so and was getting good sweeps and returns. The Captain was now talking with a [Chief Pilot] as well who suggested testing the radar as I suggested and also suggested a wing check from the passenger cabin to see if there was visible damage.The four of us discussed this and felt that a wing check is limited in the dark at best and only paints part of the real picture of what any damage MIGHT be on the rest of the aircraft. Having JUST departed and having noted that ZZZ1 was our first ETOPS alternate we were very keen to the fact that there was a huge hurricane approaching the ZZZ1. This also was weighed in with the fact that this flight was long over the middle of the Pacific Ocean at night where ETOPS alternates are sparse at best. We really had NO IDEA what damage had been done if any. All we knew is that there were a flock of birds we hit; not just a single bird. The Captain then decided that the best course of action was to do an air return to and let [Maintenance Control] do an inspection once on the ground. We were approaching the oceanic entry point and ATC asked what our intentions were and it was decided to request vectors to hold outside of this airspace so we could look at the FOM (Flight Operations Manual) diversion guide and prepare to dump fuel for reducing to our maximum landing weight. The Captain then asked me to talk to our Lead Flight Attendant and ask her to come up and talk to him. She arranged for the door to be blocked and entered the flight deck. The Captain was now heavily involved in running the fuel dump checklist and asked me to brief her. I told her that we would be dumping fuel and returning and that I would make an announcement to the passengers to that effect shortly. Right after she left to go back to the cabin I asked the relief Captain if it would be best just to [advise ATC] 'just in case' and he agreed and suggested this to the PM. [ATC was advised] and souls on board count given to ATC.The estimated time to dump the 100;000 pounds of fuel we needed was about 20 minutes so I asked if the passengers could get up to use the rest rooms and the seatbelt sign was turned off. I then briefed the passengers on the situation and told them that we should be back on the ground in about 30 minutes. After all the relevant checklists were run; the FMC re-programmed; and performance data was called up for landing on Runway XXL; We all discussed the fact that the flaps may have been damaged and that we might need additional time to deploy them if that was the case. We didn't really know what to expect but discussed it nonetheless. ATC also asked us what assistance we might require on landing and the captain asked for fire/rescue to be available on landing to visually inspect the aircraft exterior before proceeding to the gate. The flaps deployed normally as did the landing gear. Upon landing Tower switched us to Fire Rescue frequency where they drove their truck around the airplane and noted no fluid leaks or damage visible and asked if they could help with anything else. The Captain said he felt it was safe to taxi to the gate and thanked them for their help. We were directed to gate at the international terminal. The aircraft was secured and the jetbridge allowed the passengers to de-plane uneventfully. There were lots of Ground Support Staff waiting to meet us and we decided to go outside and have a look to see what had happened. A mechanic was busy tallying up the birdstrikes and said it was 16. Then 22; Then 26... I don't really know the exact number as we went into the terminal shortly after that. All I know is that it was WAY more than any of us expected to see. I didn't see any damage to the airplane at the points of impact but the mechanics were preparing to use a man-lift to get close up to each point of impact when we left.


Second narrative: Our flight was delayed due [to] early arrival curfew. Our routing was almost through mid-Pacific. After takeoff; we encountered several and simultaneous bird strikes at 400 feet AGL with take flaps still extended at 10. We were phone patched to [Maintenance Control] and [Chief Pilot]. We continued our climb at much slower speed due questionable and probable compromised aircraft structural integrity. Eventually after long discussions with proper channels; I made the decision to dump fuel and return. We [advised ATC] and landed with no further incident. We were informed by inspecting Line Maintenance Personnel that there were over 20 bird strikes including multiple strikes over leading edge flaps.


Synopsis: B787 flight crew reported multiple bird strikes on departure.