Narrative:

Taking wet runway aircraft skidded slightly as it turned into position because of rain and painted surface. Takeoff occurred after position and hold. We waited for landing traffic on parallel so there was some delay between our departure and previous on same runway. Did not see birds sitting on runway until just prior/at V1; rotated and almost immediately felt thumps and yaw associated with ingesting multiple birds (seagulls?) down right engine. Began turn to avoid terrain. Captain and relief pilot ran emergency checklist while we were vectored for return to ZZZZ. Decision made to keep engine running because it gave stable readings and was still providing some thrust. Terrain definitely a consideration. Initially high on GS; requested and received 360. Landed; taxed clear; fire crew inspected and cleared to taxi. Foreign ATC superb throughout. I am unsure that I had radar/TCAS properly configured as I was in process of configuring as we were turning onto runway and skidding momentarily distraction me. Possible that I was not in preferred HSI mode as well. I know they were all properly set at landing. Is it possible that radar would have affected birds in some way and this would have mitigated? ZZZZ is notorious for birds and I believe they need to be more aggressive in their approach to bird problem (cannons; falcons). Procedures could be in place during low ceiling and visibility conditions when delays occur between departures to check runway more thoroughly via automatic or to deploy anti-bird measures. Supplemental information from acn 763572: during first officer flown takeoff roll; at approximately 100 KTS; I (PNF) noticed a large flock of birds on the runway and announced it to the rest of the cockpit crew. Shortly after a normal rotation and lift-off; the large flock of birds ascended and struck the right side of the aircraft. There was an abnormal engine noise. First officer continued to maintain control of the aircraft by increasing airspeed; altitude; raising the gear and flaps; climbing to an altitude of 3000 ft; flying the engine out procedure and establishing approximately 200 KTS. Captain contacted the tower and declared an emergency and began coordinating the safe return to the airport. During the climb and acceleration; the aircraft began to vibrate. Captain and first officer accomplished the recall items; which were confirmed by all 3 pilots. As first officer was turning and climbing; at a safe altitude; I made a PA announcement stating that we have a problem with an engine as well as reassuring the passenger and cabin flight crew that the aircraft is flying as we make a return to the airport. Further analysis of the non-normal revealed that the engine instruments were stabilized with no engine limits exceeded and no thrust lever vibrations. I read and completed the engine limit or surge or stall checklist. We decided to leave the thrust lever in the closed (idle) position. I then referred to the engine fire or severe damage or separation checklist. As a crew; we addressed the aircraft vibration and decided not to shut the right engine down as it seemed to be providing thrust and all indications seemed normal except the low N1 speed. During the event; there were several interphone conversations with the flight attendants in an effort to keep them informed. We received radar vectors to the ILS approach and landed successfully. During the rollout; I announced the right egt was increasing and then it was shut down with a peak egt of approximately 1030. We cleared the runway; inspected by the fire chief and received clearance to taxi to a remote parking area. We decided to leave the flaps at the landing position.

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Original NASA ASRS Text

Title: B767-300 STRUCK BIRDS DURING TKOF. RIGHT ENG INGESTED BIRDS; AND FLT RETURNED FOR EMER LNDG.

Narrative: TAKING WET RWY ACFT SKIDDED SLIGHTLY AS IT TURNED INTO POS BECAUSE OF RAIN AND PAINTED SURFACE. TKOF OCCURRED AFTER POS AND HOLD. WE WAITED FOR LNDG TFC ON PARALLEL SO THERE WAS SOME DELAY BTWN OUR DEP AND PREVIOUS ON SAME RWY. DID NOT SEE BIRDS SITTING ON RWY UNTIL JUST PRIOR/AT V1; ROTATED AND ALMOST IMMEDIATELY FELT THUMPS AND YAW ASSOCIATED WITH INGESTING MULTIPLE BIRDS (SEAGULLS?) DOWN R ENG. BEGAN TURN TO AVOID TERRAIN. CAPT AND RELIEF PLT RAN EMER CHKLIST WHILE WE WERE VECTORED FOR RETURN TO ZZZZ. DECISION MADE TO KEEP ENG RUNNING BECAUSE IT GAVE STABLE READINGS AND WAS STILL PROVIDING SOME THRUST. TERRAIN DEFINITELY A CONSIDERATION. INITIALLY HIGH ON GS; REQUESTED AND RECEIVED 360. LANDED; TAXED CLR; FIRE CREW INSPECTED AND CLRED TO TAXI. FOREIGN ATC SUPERB THROUGHOUT. I AM UNSURE THAT I HAD RADAR/TCAS PROPERLY CONFIGURED AS I WAS IN PROCESS OF CONFIGURING AS WE WERE TURNING ONTO RWY AND SKIDDING MOMENTARILY DISTR ME. POSSIBLE THAT I WAS NOT IN PREFERRED HSI MODE AS WELL. I KNOW THEY WERE ALL PROPERLY SET AT LNDG. IS IT POSSIBLE THAT RADAR WOULD HAVE AFFECTED BIRDS IN SOME WAY AND THIS WOULD HAVE MITIGATED? ZZZZ IS NOTORIOUS FOR BIRDS AND I BELIEVE THEY NEED TO BE MORE AGGRESSIVE IN THEIR APCH TO BIRD PROB (CANNONS; FALCONS). PROCS COULD BE IN PLACE DURING LOW CEILING AND VISIBILITY CONDITIONS WHEN DELAYS OCCUR BTWN DEPS TO CHK RWY MORE THOROUGHLY VIA AUTO OR TO DEPLOY ANTI-BIRD MEASURES. SUPPLEMENTAL INFO FROM ACN 763572: DURING FO FLOWN TKOF ROLL; AT APPROX 100 KTS; I (PNF) NOTICED A LARGE FLOCK OF BIRDS ON THE RWY AND ANNOUNCED IT TO THE REST OF THE COCKPIT CREW. SHORTLY AFTER A NORMAL ROTATION AND LIFT-OFF; THE LARGE FLOCK OF BIRDS ASCENDED AND STRUCK THE R SIDE OF THE ACFT. THERE WAS AN ABNORMAL ENG NOISE. FO CONTINUED TO MAINTAIN CTL OF THE ACFT BY INCREASING AIRSPD; ALT; RAISING THE GEAR AND FLAPS; CLBING TO AN ALT OF 3000 FT; FLYING THE ENG OUT PROC AND ESTABLISHING APPROX 200 KTS. CAPT CONTACTED THE TWR AND DECLARED AN EMER AND BEGAN COORDINATING THE SAFE RETURN TO THE ARPT. DURING THE CLB AND ACCELERATION; THE ACFT BEGAN TO VIBRATE. CAPT AND FO ACCOMPLISHED THE RECALL ITEMS; WHICH WERE CONFIRMED BY ALL 3 PLTS. AS FO WAS TURNING AND CLBING; AT A SAFE ALT; I MADE A PA ANNOUNCEMENT STATING THAT WE HAVE A PROB WITH AN ENG AS WELL AS REASSURING THE PAX AND CABIN FLT CREW THAT THE ACFT IS FLYING AS WE MAKE A RETURN TO THE ARPT. FURTHER ANALYSIS OF THE NON-NORMAL REVEALED THAT THE ENG INSTS WERE STABILIZED WITH NO ENG LIMITS EXCEEDED AND NO THRUST LEVER VIBRATIONS. I READ AND COMPLETED THE ENG LIMIT OR SURGE OR STALL CHKLIST. WE DECIDED TO LEAVE THE THRUST LEVER IN THE CLOSED (IDLE) POS. I THEN REFERRED TO THE ENG FIRE OR SEVERE DAMAGE OR SEPARATION CHKLIST. AS A CREW; WE ADDRESSED THE ACFT VIBRATION AND DECIDED NOT TO SHUT THE R ENG DOWN AS IT SEEMED TO BE PROVIDING THRUST AND ALL INDICATIONS SEEMED NORMAL EXCEPT THE LOW N1 SPD. DURING THE EVENT; THERE WERE SEVERAL INTERPHONE CONVERSATIONS WITH THE FLT ATTENDANTS IN AN EFFORT TO KEEP THEM INFORMED. WE RECEIVED RADAR VECTORS TO THE ILS APCH AND LANDED SUCCESSFULLY. DURING THE ROLLOUT; I ANNOUNCED THE R EGT WAS INCREASING AND THEN IT WAS SHUT DOWN WITH A PEAK EGT OF APPROX 1030. WE CLRED THE RWY; INSPECTED BY THE FIRE CHIEF AND RECEIVED CLRNC TO TAXI TO A REMOTE PARKING AREA. WE DECIDED TO LEAVE THE FLAPS AT THE LNDG POS.

Data retrieved from NASA's ASRS site as of January 2009 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.