Narrative:

On takeoff roll after power set by the autothrottles; we received a master caution with engine 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 (first officer) 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 first officer's airspeed and altitude became unreliable. After takeoff from [runway xy] at about 800 feet AGL; we received a stall warning because the first officer'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.

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Original NASA ASRS Text

Title: 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.

Narrative: 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.

Data retrieved from NASA's ASRS site 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.