Date: 202009
Local time of day: 1201-1800
Location: MKE.Airport, WI
Light: Daylight
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Takeoff / Launch
ATC / advisory: Tower MKE
Aircraft component: Engine
Component problem: Malfunctioning
Reporter organization: Government
Reporter function: Local
Second reporter function: Pilot Flying; Captain
Anomaly: Aircraft Equipment Problem Less Severe; Ground Event / Encounter Person / Animal / Bird
Detector: Person Flight Crew
When detected: In-flight
Result: Aircraft Aircraft Damaged; Flight Crew Rejected Takeoff
Contributing factors: Airport
Primary problem: Airport

Narrative: Aircraft X was given takeoff clearance and upon takeoff roll reported an aborted takeoff due to possible bird strike. After exiting the active runway they stopped to do a systems check and aircraft evaluation. They then requested that the fire department follow them to the gate in case of possible hot brakes. I alerted the fire department and they followed the aircraft toward the gate. At that time the Fire Chief advised that the aircraft needed to be evaluated before they could be allowed to go to the gate. I gave them a holding area on an unused taxiway. At that time it was determined that it was a hot brakes situation and the county declared it an alert 2 situation. Fire trucks were already on scene. Visual inspection by fire department personnel also discovered engine damage from the bird strike. After the brakes had cooled enough the aircraft taxied to the gate. No onboard injuries were reported. Alert 2 was canceled by county upon aircraft reaching the gate.


Second narrative: Aircraft X; MKE to ZZZ pushed on time. We had an uneventful taxi to 19R. There was a medium transport aircraft that departed about 30-60 seconds before us. We were cleared into position and holding for about 30 seconds before we were cleared for takeoff. I did not observe any wildlife while we were in position on the runway. At approximately the 80 knots airspeed call I observed two large birds flying low on the center line of the runway. They were about 200 feet in front of us flying to the left of center line right towards us. One appeared to be some kind of large crane; and I could not tell what the other bird was. Later I found out it was a seagull. The crane impacted the left side of the aircraft and then was ingested into the left engine. The other bird also struck the aircraft and I believe was also ingested into the left engine. The left engine immediate had a notably different sound to it and was vibrating. I did not notice the VIB (vibrations) meter or any abnormal engine indications at that moment. I did not know the extent of damage to the left motor or if any damage had been done to the aircraft. Specifically the leading edge devices and the flaps. At that point I determined that the aircraft was in a condition that was unsafe/unable to fly and elected to abort the takeoff at approximately 100 knots. The aircraft came to a stop just past Runway 7R/25L on Runway 19R. The First Officer reported to Tower that we had rejected due to a bird strike. I made an announcement to the flight attendants / passengers to all remain seated. We then re-assessed the situation and I elected to taxi clear of the runway and do the brake cooling for the reject. Tower had us taxi clear of the runway onto Taxiway S then a left onto T. We came to a stop and computed the brake cooling while on Taxiway T. While on Taxiway T out of an abundance of caution we ask the Tower to alert Fire/Rescue to have them follow us to the gate. I also called back to the flight attendants and explained to them what happened and what our plan was. I then communicated with the passengers as to what had happened. We also contacted Dispatch to alert them. After computing the brake cooling it said we were okay to taxi to the gate. Fire/Rescue wanted to check for hot brakes before allowing us to the terminal. We taxied to Taxiway G where we held as Fire/Rescue checked our brakes. They reported that we had a small amount of smoke coming from the right brake and the temperature of the right brake was above 500 degrees fahrenheit and that the left brake was around 450. They wanted use to hold away from the terminal for about 30 minutes or until they saw that the brake temperature was trending down. Once again out of an abundance of caution we elected to follow Fire/Rescue guidance. I continued to make announcements to the passengers to keep them informed as to what was going on with Fire/Rescue. We also communicated with Dispatch via the radio to keep them informed. After about 20 to 25 minutes both brakes were reading below 350 degrees so we returned to the gate. At the gate I spoke to Dispatch and Maintenance Control; made a logbook entry for the bird strike/RTO (rejected takeoff) and then turned the aircraft over to the local Maintenance. There were no injuries reported by any passengers or crew and no one sought any medical attention.After the bird strike; the Tower made a comment to Airport Ops that they had 'several bird strikes that morning.' If this was true I think that MKE needs to have some better wildlife mitigation procedures.


Synopsis: Air carrier Captain and Local Controller reported a high speed rejected takeoff was performed after the aircraft experienced two bird strikes.