Narrative:

I was pilot monitoring and my first officer (first officer) was flying. My HUD was inoperative. On takeoff; just as we reached V1 on my airspeed indicator; I noticed the vr prompt went pegged at the top of the display and my airspeed indicated 103 kts. We were rapidly approaching the end of the runway. Based on feel I knew we were going faster than 103 kts but had no idea how fast. My last reliable airspeed as far as I knew put us past V1 so I called for the first officer to rotate before 2000 ft. Remaining and then I pushed the power to firewall. We took off and noticed there was no FD or pitch bar. The first officer; barely on the line for 5 months; did an outstanding job maintaining perfect pitch and power; aviating away from the ground; while we tried to figure out what was going on. I compared our instrumentation with the stby instruments and both of our indications were identical and matched up with the stby indications. Within seconds; we got a sel elev man level 2 alert. I established roles and the first officer communicated and aviated while I worked the checklist; as various airspeed and elevator alerts came on and off. I also recalled [a] captain from the jumpseat and enlisted his help. He too did an outstanding job. I ran the checklist for the first alert and then we got a sel flap lim ovrd alert that drove us to the airspeed unreliable checklist. At this point the airspeed reading on my side was significantly lower than the first officer's. Another look at the stby instrument told us that the first officer's instruments were accurate while mine were not. We determined that the first officer would land the airplane because of this. We ran the airspeed unreliable checklist and returned to our departure airport. Maintenance suspects a clogged pitot tube.

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Original NASA ASRS Text

Title: Widebody transport aircraft Captain reported unreliable airspeed indications at V1 on takeoff roll; after takeoff was executed flight returned to departure airport.

Narrative: I was pilot monitoring and my FO (First Officer) was flying. My HUD was inoperative. On takeoff; just as we reached V1 on my airspeed indicator; I noticed the VR prompt went pegged at the top of the display and my airspeed indicated 103 kts. We were rapidly approaching the end of the runway. Based on feel I knew we were going faster than 103 kts but had no idea how fast. My last reliable airspeed as far as I knew put us past V1 so I called for the FO to rotate before 2000 ft. remaining and then I pushed the power to firewall. We took off and noticed there was no FD or pitch bar. The FO; barely on the line for 5 months; did an outstanding job maintaining perfect pitch and power; aviating away from the ground; while we tried to figure out what was going on. I compared our instrumentation with the STBY instruments and both of our indications were identical and matched up with the STBY indications. Within seconds; we got a SEL ELEV MAN level 2 alert. I established roles and the FO communicated and aviated while I worked the checklist; as various airspeed and elevator alerts came on and off. I also recalled [a] Captain from the jumpseat and enlisted his help. He too did an outstanding job. I ran the checklist for the first alert and then we got a SEL FLAP LIM OVRD alert that drove us to the Airspeed Unreliable checklist. At this point the airspeed reading on my side was significantly lower than the FO's. Another look at the STBY instrument told us that the FO's instruments were accurate while mine were not. We determined that the FO would land the airplane because of this. We ran the Airspeed Unreliable checklist and returned to our departure airport. Maintenance suspects a clogged pitot tube.

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.