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

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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.