Flight Crew Air Transport Pilot (ATP)
Confusion; Human-Machine Interface; Time Pressure; Communication Breakdown
Deviation - Speed All Types; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Bird / Animal
Flight Crew Became Reoriented; Flight Crew FLC complied w / Automation / Advisory; Flight Crew Took Evasive Action; General Maintenance Action
Aircraft; Human Factors; Procedure
On takeoff roll after power set by the autothrottles; we received a Master Caution with ENG light. I checked the engine control panel and saw both engines had degraded to soft ALTN. I checked the engine stack and parameters were good.  Above 80 KIAS; I told the First Officer (FO) we were continuing. Autothrottles then disengaged. I confirmed takeoff power was set manually and continued the takeoff. I was unaware somewhere during the takeoff roll that my FO's airspeed and altitude became unreliable. After takeoff from [RWY XY] at about 800 feet AGL; we received a stall warning because the FO's airspeed was indicating low. I cross checked the standby airspeed indicator against my airspeed indicator and performed the airspeed unreliable checklist memory items. The stall warning quickly went away as we accelerated. After we were at a safe altitude; we got in the QRH for Unreliable Airspeed and EEC (Electronic Engine Control) Alternate Mode checklists. Called Operations for phone patch to Dispatch and gave them all the information and that we would be negative RVSM. Informed Flight Attendants what was happening. Dispatch and Maintenance Control determined we were okay to continue to our filed destination.Dispatch ran new flight plan and we had enough fuel. We put EEC malfunction in the performance computer. We also realized we were probably going to have the stall warning on final approach. Uneventful landing. Debriefed with Maintenance. This aircraft had a bird strike inbound to our departure airport. Maintenance did required inspection and signed logbook.I feel we performed well as a Crew. If we had noticed the airspeed problem below 80 KIAS; I would have aborted.
Cleared for takeoff; Captain initiated the takeoff roll normally with autothrottles engaged. I referenced my airspeed indicator after confirming the takeoff N1 was set; getting ready to announce '80 knots' but my airspeed was hovering at 50 knots and unusually slow to accelerate. I then referenced the Captain's airspeed indicator and saw we were passing through 90 knots according to his (which seemed logical). At that time; the Master Caution - ENG recall lights came on and autothrottles disengaged. I verbally acknowledged the Master Caution - ENG and the Captain referenced his airspeed and announced 'continuing.' I referenced my airspeed indicator again and it was slowly passing through 70 knots as the Captain's was approaching 100 knots. The Captain called 'V1; Rotate' at the appropriate airspeed based on his airspeed indicator. Engine instruments were normal throughout.
Maintenance personnel completed and cleared a B737 bird strike maintenance log entry. On the next takeoff; the First Officer's airspeed lagged in relation to the Captain's and the ENG light accompanied the autothrottle disconnect. During the turn after takeoff the First Officer's stall warning alerted.