AN AIRBUS A319 ACFT SUSTAINED R WING LEADING EDGE; R UPPER HORIZ SURFACE; # 2 ENG HYD/FUEL LINE DAMAGE AND LOSS OF 'YELLOW' HYD SYS PRESSURE DUE TO INBOARD AND OUTBOARD FAN COWLS DEPARTING ENGINE.

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THE CREW ARRIVED AT THE GATE AT APPROX XA30. THE ACFT PWRED UP NORMALLY. DURING THE WALKAROUND NOTHING UNUSUAL WAS NOTED. THE CAPT AND I DISCUSSED THE FLT PLAN AND THE DEP. WE HAD A NORMAL PUSH AND ENG START. THE AFTER ENG START CHKLIST WAS PERFORMED. WE RECEIVED TKOF CLRNC PRIOR TO REACHING THE END OF THE RWY. CAPT CALLED FOR AND WE COMPLETED THE BEFORE TKOF CHKLIST. THE ACFT ENG PWR-UP; THE TKOF ROLL; AND ROTATION WERE NORMAL. AT GEAR RETRACTION WE HEARD A 'BANG' AND FELT THE ACFT 'SHUDDER.' AN ELECTRICAL PWR XFER OCCURRED. SEVERAL ECAM WARNINGS APPEARED. THEY INCLUDED THE 'Y' HYD SYS; SLATS; ENG GENERATOR; AND ENVIRONMENTAL FAULTS. (PACKS WERE OFF AS PER OUR NORMAL PROCS.) CAPT INSTRUCTED ME TO TELL TWR THAT WE WANTED AN IMMEDIATE RETURN TO THE FIELD. WE WERE THEN HANDED OFF TO THE DEP CTLR FOR OUR RETURN TO ZZZ. WE DECLARED AN EMER; STATED SOULS AND FUEL ON BOARD; AND REQUESTED THAT THE EMER EQUIP BE STANDING BY. WE REQUESTED AND RECEIVED A LEVELOFF AT A LOWER THAN ASSIGNED ALT; AND WERE GIVEN A HDG FOR A XWIND TO START OUR RETURN TO ZZZ. DURING THIS TIME; AND THIS MAY NOT BE THE EXACT ORDER OF EVENTS; WE HEARD FROM THE FLT ATTENDANTS THAT PAX STATED THAT 'WING SKIN WAS RIPPED.' THE CAPT WAS THE PF DURING THIS LEG. HE STATED THAT THE AUTOPLT WASN'T DOING THAT GOOD OF A JOB AND HAND FLEW PART OF OUR RETURN TO THE FIELD. WE PERFORMED THE ECAM ACTIONS; REVIEWED SYS AND STATUS PAGES. WE ALSO PERFORMED THE AFTER TKOF AND THE APCH CHKLISTS. DURING THIS TIME WE BRIEFED THE FLT ATTENDANTS TELLING THEM OF OUR RETURN TO THE FIELD; THE TIME REMAINING AND WHAT WE WANTED THEM TO DO; IE; PREPARE THE CABIN. I PROGRAMMED THE 'BOX' FOR A RETURN TO ZZZ AND THE APCH TO THE LONGEST RWY; CLOSEST TO US. DURING THIS TIME I ALSO NOTICED THAT WE HAD AN ACARS MESSAGE. WE HAD 2 MESSAGES; OF WHICH I DON'T REMEMBER THE EXACT WORDS TO; BUT THEY STATED SOMETHING TO THE EFFECT OF 'DON'T TAKE OFF;' AND THEN THE SECOND ONE STATED 'NEVER MIND.' AGAIN I DON'T REMEMBER THE EXACT WORDING OF THESE MESSAGES. BY THIS TIME WE WERE TURNING DOWNWIND TO BASE. WE TURNED A LONG FINAL AND CONFIGURED THE AIRPLANE FOR LNDG; WITH CONFIGN FULL AND LOW AUTOBRAKES. THE CAPT FLEW A NORMAL APCH; AND WE VISUALLY SAW THE ARPT FROM OUTSIDE THE MARKER AREA. AT THE TIME THERE WAS A SMOKE LAYER THAT REDUCED VISIBILITY SOME. WE ONCE AGAIN CONTACTED THE FLT ATTENDANTS AND TOLD THEM OF OUR TIME TO LNDG. WE ALSO NOTICED FOR OURSELVES AND INFORMED THE FLT ATTENDANTS OF THE SMOKE SMELL THAT WAS ENTERING THE AIRPLANE FROM OUTSIDE AS WE FLEW THROUGH THE SMOKE LAYER; SO THAT THE CREW WAS AWARE THAT THAT WAS WOOD SMOKE; NOT 'AIRPLANE SMOKE' WE WERE SMELLING. (THERE WERE WILDFIRES IN THE ZZZ AREA THAT MORNING.) THE APCH; FLARE; AND TOUCHDOWN WERE ALL NORMAL. ON THE ROLLOUT WE DID FEEL SOME 'SHUDDERING'/VIBRATIONS. WE ALSO HAD TO AVOID OUR OWN FOD ON THE RWY. THE CAPT SLOWED THE ACFT TO A TAXI SPD. THE ACFT BRAKING AND CTL SEEMED GOOD SO WE TAXIED CLR OF THE RWY ONTO TXWY M. WE REQUESTED THAT THE EMER EQUIP PERSONNEL INSPECT THE AIRPLANE; WHICH THEY DID. WE THEN REQUESTED A TUG TO TUG US IN TO THE RAMP AND GATE AREA. IN THE FUTURE I WOULD NOT CHOOSE TO RETURN TO MY TKOF RWY IF A CHANCE OF FOD EXISTS. COM PROBS WITH BOTH ATC AND COMPANY. ATC HAD US SWITCHING RADIO FREQS A BIT. (WE DIDN'T KNOW WE HAD FOD'ED THE RWY; SO WE CHOSE TO RETURN TO THAT RWY BECAUSE IT WAS THE LONGEST.) CALLBACK CONVERSATION WITH RPTR REVEALED THE FOLLOWING INFO: REPORTER STATED BOTH THE INBOARD/OUTBOARD FAN COWLS HAD SEPARATED AND DEPARTED THE ENGINE. A COMPLETE LOSS OF 'YELLOW' HYD SYS PRESSURE. NUMEROUS HYDRAULIC/FUEL LINES TORN AWAY. FUEL LEAKING AS A RESULT. THE WING LEADING EDGES SUSTAINED DAMAGE AT THE INBOARD AND OUTBOARD SIDES OF THE #2 ENGINE PYLON. AS A RESULT OF THE FAN COWLS DEPARTING AND THE LOSS OF 'YELLOW' HYD SYS PRESSURE; THE CAPTAIN DID NOT WANT TO REPOSITION THE FLAPS/SLATS FROM THEIR ONE DEGREE DETENT. THE RIGHT HORIZONTAL STAB UPPER SURFACE HAD ALSO SUSTAINED A RIP (TEAR) WITH A PIECE OF ONE OF THE FAN COWLS STILL PROTRUDING FROM THE UPPER SKIN. BOTH ENGINE IDG'S (GENERATORS) KICKED OFF-LINE MOMENTARILY BUT RECOVERED. THE ACFT AND #2 ENG IDG WAS SERVICED THE NIGHT PRIOR TO THE MORNING DEPARTURE BY AN OUTSIDE CONTRACT MAINT PROVIDER.