Narrative:

I was the pilot flying. On climbout at 1;200 ft we struck at least three large birds probably black vultures. One hit the fuselage near me; one went into the rh engine causing excessive egt 1050 and high vibration; [and] I am not sure what happened to the last one. I was very startled and didn't immediately start doing the memory items. The captain started to do them so I decided to transfer control of the airplane to him and assumed the role of pilot not flying. With the verification of the relief pilot we secured the rh engine. The captain commanded the engine securing checklist so I handed my QRH to the relief pilot and asked him to do it while I coordinated a return to our departure airport with ATC and built; bugged and briefed the approach. We flew a visual pattern back to the airport at 2;000 ft. The flaps were not responding normally so we left them at 5 and got a trailing edge disagree message. We used the alternate system to extend the flaps to 20 for landing. We landed configured correctly and on speed. Autobrakes were selected at 3. Deceleration wasn't satisfactory partly due to a deferred thrust reverser on the operating engine so the captain used manual braking. After we cleared the runway the tires on the rh truck overheated and blew then started smoking. Crash fire rescue equipment told us we should get out of the airplane. We did the evacuation checklist and evacuated the airplane.

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Original NASA ASRS Text

Title: When a B767-300 was struck by as many as three large birds shortly after takeoff the right engine had to be shut down due to high EGT and vibration. As they returned for landing they learned the flap extend/retract mechanism had been damaged forcing a less than normal landing flap setting and high right side brake temperatures after roll out. CFR suggested they evacuate when the fuse plugs starting melting. The crew complied with their suggestion.

Narrative: I was the pilot flying. On climbout at 1;200 FT we struck at least three large birds probably black vultures. One hit the fuselage near me; one went into the RH engine causing excessive EGT 1050 and high vibration; [and] I am not sure what happened to the last one. I was very startled and didn't immediately start doing the memory items. The Captain started to do them so I decided to transfer control of the airplane to him and assumed the role of pilot not flying. With the verification of the Relief Pilot we secured the RH engine. The Captain commanded the Engine Securing Checklist so I handed my QRH to the Relief Pilot and asked him to do it while I coordinated a return to our departure airport with ATC and built; bugged and briefed the approach. We flew a visual pattern back to the airport at 2;000 FT. The flaps were not responding normally so we left them at 5 and got a trailing edge disagree message. We used the alternate system to extend the flaps to 20 for landing. We landed configured correctly and on speed. Autobrakes were selected at 3. Deceleration wasn't satisfactory partly due to a deferred thrust reverser on the operating engine so the Captain used manual braking. After we cleared the runway the tires on the RH truck overheated and blew then started smoking. CFR told us we should get out of the airplane. We did the Evacuation Checklist and evacuated the airplane.

Data retrieved from NASA's ASRS site 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.