Commercial Fixed Wing
Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP)
Situational Awareness
Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy
Air Traffic Control Provided Assistance; Flight Crew Rejected Takeoff; Flight Crew Returned To Gate
Procedure; Human Factors; Aircraft
I was the First Officer operating Aircraft X from ZZZ to ZZZ1. I reported for duty on time after a restful overnight stay at the hotel. Preflight planning was unremarkable. After completing normal preflight; briefings; checklists; pushback; engine start; and taxi; we were cleared for takeoff in ZZZ on Runway XXR. Captain was the PF and advanced engine power smoothly as he called 'check thrust.' Thrust was normal. The yellow master caution illuminated ENG and I looked up to the overhead for further details finding the EEC's were in ALTN mode. At that point the autothrottles disconnected. As I looked down to my PFD I noted my airspeed was still resting at 45 kts and announced to Captain that my airspeed was dead.Captain made the decision to reject the takeoff. I notified the Tower we were rejecting the takeoff on Runway XXR. As we slowed I made the remain seated announcement to the cabin. We cleared the runway at [Taxiway] XY and completed the rejected takeoff checklist. There was no need to evacuate and normal after landing flows were completed.We requested taxi back to the gate and consulted the brake cooling charts. The reject occurred at approximately 120 kts and a gross weight of 154.2 placing us in the cautionary zone for fuse plug melting. ZZZ operations was contacted for return gate assignment (gate XX) and we advised them of the safety hazard for hot brakes and potential fuse plug melting. After parking at the gate and accomplishing normal shutdown flows and checklists; we notified Dispatch we had RTBL due to a rejected takeoff and were back at the gate. We submitted two entries for 1. rejected takeoff and 2. FO airspeed/engine EEC lights. Crew and flight attendant debriefings were conducted. Tech Operations met us and discussed the details of the rejected takeoff. We learned the aircraft had come from the hanger and had not been flown in a while. They were unsure if the aircraft was 'extra' or '[one that had been sitting for a while]' but they commented that the pitot static systems had been a source of problems as aircraft were brought back to revenue service.Flight operations contacted us to determine fitness for continued duty followed by Asst Chief Pilot approving continued flight. A new aircraft was assigned and we completed the flight to ZZZ1 uneventfully.
I was operating Aircraft X ZZZ-ZZZ1.  Cockpit setup and taxi out to Runway XXR was normal. As we approached the runway we were cleared for takeoff. As the pilot flying I set takeoff thrust and called 'check thrust.' Several seconds later the yellow master caution illuminated and I asked First Officer what is that? First Officer looked up and said the EEC lights were on; on the overhead panel. The autothrottle then disconnected.  First Officer then announced he had no airspeed indication on his instruments. The 100 knot call out was not made so I initiated a rejected takeoff. After I accomplished the rejected takeoff procedure I noted that the indicated speed on my airspeed tape was approximately 120 knots.  We advised the control Tower that we were rejecting and required no assistance from ARFF. As we were slowing down we made a Flight Attendant remain seated PA. We exited the runway at intersection X. As I held the brakes I asked First Officer for the rejected takeoff checklist. The rejected takeoff checklist was accomplished.  We called ZZZ operations and advised we were returning to the gate and they assigned us gate XX. As we taxied in we reviewed the brake cooling chart and were in the cautionary range. Ground staff was notified of the hot brakes and the potential for fuse plug release. After we parked at the gate and shut down we accomplish the shutdown check list. I then contacted Dispatch and advised we had just done a rejected takeoff and were back at the gate. Two write ups were made for the EEC lights and no airspeed on the FO's instruments as well as for the rejected takeoff.  First Officer and I then conducted a debrief of the events that had just occurred. I then conducted a debrief with the flight attendants. I then received a phone call from the flight operations who advised us to file a report as well as going through the checklist to determine if First Officer and I were fit to continue our duty day. We were found to be fit; switched to a new aircraft and completed flight to ZZZ1 uneventfully.
Air carrier First Officer reported a rejected takeoff after the master caution illuminated and subsequently noticing a non functional airspeed indication on the First Officer's Primary Flight Display.