Narrative:

The main reason for filing this report is the [priority handling request] due to multiple repeat aircraft malfunctions. Also pertinent from a safety standpoint are events involved in the preparation and execution of this flight. I will address these administrative factors at the end of my narrative.approaching ZZZ1 airspace at 39;000 ft. We experienced the altitude disagree alert; accomplished the QRH (quick reference handbook) checklist and determined the first officer (first officer) and ifsd (integrated standby flight display) altimeters were correct. The first officer was flying and continued to fly as I ran the checklist. We next noticed the IAS disagree alert and accomplished the QRH checklist for airspeed unreliable. The first officer continued to fly as I ran the checklist and we determined that the first officer and isfd airspeed indications were correct. At this point the first officer reengaged the autopilot and manually controlled the throttles. I advised ATC (air traffic control) that we were negative rvsm (reduced vertical separation minimum) and we continued at 39;000 ft. I remembered from my aml review during preflight that the previous crew had also written up that both engines had gone into eec (electronic engine control) alternate mode. When I checked the overhead panel both altn lights were illuminated and we were in soft alternate mode. With all the pfd (primary flight display) alerts; the first officer and I didn't notice if the engine light illuminated on the six pack previous to this. With the first officer continuing to fly I ran the eec alternate mode checklist and placed the eecs in hard alternate mode. Because we were approaching ZZZ center airspace I elected to continue to ZZZ and subsequently [requested priority handling] with ZZZ center. I conferred with the first officer and we agreed that diverting into a foreign airport at night would have only unnecessarily complicated our situation. I kept the fas (flight attendants) informed of our situation throughout.upon checking in with ZZZ center with a [priority handling request] call I heard a response of 'standby'. Since we were in no need of immediate assistance; I waited a few minutes to check in again. When I checked in the second time I queried the controller if he had heard my [priority] call. He hadn't and after a brief exchange we determined that the standby call was for another aircraft; he was controlling on multiple frequencies and hadn't heard my initial check in call. None of this was detrimental to the handling of our flight; but he was understandably concerned that he missed my first check in with the [priority] call. Meanwhile the ca's (captain) altitude and then airspeed slowly returned to normal and both disagree alerts disappeared prior to our descent from 39;000 ft. In accordance with (in accordance with) with the airspeed unreliable checklist we did not reengage the autothrottle for the remainder of the flight; because I did not want to complicate our situation in case the problems reoccurred. The autopilot continued to operate normally.we were given direct to zzzzz and subsequently cleared the ILS runway xx at ZZZ. After an uneventful approach and landing we taxied to the gate. Now I would like to highlight some issues leading up to the flight and initial execution which need to be addressed.when I was assigned the trip by scheduling I was not informed that it was anything other than a normal revenue flight. The first I knew it was anything different was upon landing in ZZZ2 when I talked to the agent meeting our dhd (dead head) flight and determined we had to go through customs and then back through security and our flight would depart from a hardstand with no passengers although we had four flight attendants. We were scheduled to depart 55 minutes after our scheduled arrival which was woefully inadequate given how events unfolded.after we exited customs we had a local [company] (I think) employee for escort which was helpful but the hoops we had to jump through were unknown by him or us. At security we were toldto scan the qr code on our phones to fill out a health questionnaire concerning covid-19; but even though we answered no to all the questions we still had to wait for a 'medic' to check us out and ask us the very same questions; and from what the local agent could determine; it was because we were leaving ZZZ2; regardless of how we answered the health questions. We could have skipped the time it took to fill out the questionnaire and then we had to wait another 10-15 minutes for the medic. He asked us all the same health questions and took our temperature and used a pulse oximeter before clearing us to go through security.when we reached the area where we would take a van to the aircraft; two of our fas were missing and they had arrived three hours earlier. We were approaching the scheduled departure time. After our remaining fas showed up; the agent had to get permission for us to go to the airplane which included taking pictures of our (ca and first officer) licenses and medicals. This delayed us another 5-10 minutes. Station personnel apologized for all the delays; but they were caused by the airport policies/procedures and not within local [company] control.after arrival at the airplane I was briefed by local mx (maintenance) that they had changed out the ca's tat (total air temperature) probe and everything checked out. The next issue is the flight release. There was confusion when we called for our clearance as 'aircraft X'. Clearance delivery called us 'aircraft Y'. After much back and forth confusion we finally figured out we should be 'aircraft Z'. My mistake for not noticing it in the lines of the release where it is different. At the top of the flight plan it says aircraft X and the nose number matched the airplane and aml which I am very conscientious about checking. It also shows aircraft X on the tps; fil; ns; etc. To fill out this form it is even listed as aircraft X. I guess this flight falls under the category of non-schedule flights; but maybe it doesn't because it wasn't assigned a flight number beginning with [number]. Even after reviewing the fom I'm still not sure what this flight would be classified as but it seems to be the closest to a positioning flight.the final issue I think bears mentioning is that I was assigned this trip while on a xa:00 rap (reserve availability period). As originally scheduled; it would have finished close to the end of my 14 hour rap. As it played out it went into that twilight zone between 14 and 16 hours; which although it is legal; it may not be a smart way to do business. From my own personal experience deadheading feels more tiring than actually operating the flight and yet it is not considered in the number of legs for legality purposes. Fortunately; through good CRM (crew resource management); checklist discipline and adherence to sops (standard operating procedures) the outcome was a safe conclusion to a long day. Although fatigue wasn't a factor for me on this occasion; on another day given the same set of circumstances it very well could have.incomplete information from scheduling when assigned the trip contributed to increased stress and confusion starting with arriving at ZZZ2 through departure. Multiple [critical issues] presented an increased challenge; especially at night; overwater; in foreign airspace after a long day.scheduling needs to make sure it is clear to the crew when any part of their schedule is other than a normal revenue flight. Dispatch should also include a statement in the remarks section of the release if the call sign is other than what appears on the HI3; ns; tps; etc.

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Original NASA ASRS Text

Title: 737-800 Flight Crew reported several human and indicator errors involving electronic engine control; altitude and airspeed.

Narrative: The main reason for filing this report is the [priority handling request] due to multiple repeat aircraft malfunctions. Also pertinent from a safety standpoint are events involved in the preparation and execution of this flight. I will address these administrative factors at the end of my narrative.Approaching ZZZ1 airspace at 39;000 ft. we experienced the ALT DISAGREE alert; accomplished the QRH (Quick Reference Handbook) checklist and determined the FO (First Officer) and IFSD (Integrated Standby Flight Display) altimeters were correct. The FO was flying and continued to fly as I ran the checklist. We next noticed the IAS DISAGREE alert and accomplished the QRH checklist for Airspeed Unreliable. The FO continued to fly as I ran the checklist and we determined that the FO and ISFD airspeed indications were correct. At this point the FO reengaged the autopilot and manually controlled the throttles. I advised ATC (Air Traffic Control) that we were negative RVSM (Reduced Vertical Separation Minimum) and we continued at 39;000 ft. I remembered from my AML review during preflight that the previous crew had also written up that both engines had gone into EEC (Electronic Engine Control) alternate mode. When I checked the overhead panel both ALTN lights were illuminated and we were in soft alternate mode. With all the PFD (Primary Flight Display) alerts; the FO and I didn't notice if the ENG light illuminated on the six pack previous to this. With the FO continuing to fly I ran the EEC ALTERNATE MODE checklist and placed the EECs in hard alternate mode. Because we were approaching ZZZ Center airspace I elected to continue to ZZZ and subsequently [requested priority handling] with ZZZ Center. I conferred with the FO and we agreed that diverting into a foreign airport at night would have only unnecessarily complicated our situation. I kept the FAs (Flight Attendants) informed of our situation throughout.Upon checking in with ZZZ Center with a [priority handling request] call I heard a response of 'standby'. Since we were in no need of immediate assistance; I waited a few minutes to check in again. When I checked in the second time I queried the controller if he had heard my [priority] call. He hadn't and after a brief exchange we determined that the standby call was for another aircraft; he was controlling on multiple frequencies and hadn't heard my initial check in call. None of this was detrimental to the handling of our flight; but he was understandably concerned that he missed my first check in with the [priority] call. Meanwhile the CA's (Captain) altitude and then airspeed slowly returned to normal and both disagree alerts disappeared prior to our descent from 39;000 ft. IAW (In Accordance With) with the Airspeed Unreliable checklist we did not reengage the autothrottle for the remainder of the flight; because I did not want to complicate our situation in case the problems reoccurred. The autopilot continued to operate normally.We were given direct to ZZZZZ and subsequently cleared the ILS Runway XX at ZZZ. After an uneventful approach and landing we taxied to the gate. Now I would like to highlight some issues leading up to the flight and initial execution which need to be addressed.When I was assigned the trip by scheduling I was not informed that it was anything other than a normal revenue flight. The first I knew it was anything different was upon landing in ZZZ2 when I talked to the agent meeting our DHD (Dead Head) flight and determined we had to go through customs and then back through security and our flight would depart from a hardstand with no passengers although we had four flight attendants. We were scheduled to depart 55 minutes after our scheduled arrival which was woefully inadequate given how events unfolded.After we exited customs we had a local [company] (I think) employee for escort which was helpful but the hoops we had to jump through were unknown by him or us. At security we were toldto scan the QR code on our phones to fill out a health questionnaire concerning COVID-19; but even though we answered no to all the questions we still had to wait for a 'medic' to check us out and ask us the very same questions; and from what the local agent could determine; it was because we were leaving ZZZ2; regardless of how we answered the health questions. We could have skipped the time it took to fill out the questionnaire and then we had to wait another 10-15 minutes for the medic. He asked us all the same health questions and took our temperature and used a pulse oximeter before clearing us to go through security.When we reached the area where we would take a van to the aircraft; two of our FAs were missing and they had arrived three hours earlier. We were approaching the scheduled departure time. After our remaining FAs showed up; the agent had to get permission for us to go to the airplane which included taking pictures of our (CA and FO) licenses and medicals. This delayed us another 5-10 minutes. Station personnel apologized for all the delays; but they were caused by the airport policies/procedures and not within local [company] control.After arrival at the airplane I was briefed by local MX (Maintenance) that they had changed out the CA's TAT (Total Air Temperature) probe and everything checked out. The next issue is the flight release. There was confusion when we called for our clearance as 'Aircraft X'. Clearance Delivery called us 'Aircraft Y'. After much back and forth confusion we finally figured out we should be 'Aircraft Z'. My mistake for not noticing it in the lines of the release where it is different. At the top of the flight plan it says Aircraft X and the nose number matched the airplane and AML which I am very conscientious about checking. It also shows Aircraft X on the TPS; FIL; NS; etc. To fill out this form it is even listed as Aircraft X. I guess this flight falls under the category of Non-Schedule Flights; but maybe it doesn't because it wasn't assigned a flight number beginning with [number]. Even after reviewing the FOM I'm still not sure what this flight would be classified as but it seems to be the closest to a positioning flight.The final issue I think bears mentioning is that I was assigned this trip while on a XA:00 RAP (Reserve Availability Period). As originally scheduled; it would have finished close to the end of my 14 hour RAP. As it played out it went into that twilight zone between 14 and 16 hours; which although it is legal; it may not be a smart way to do business. From my own personal experience deadheading feels more tiring than actually operating the flight and yet it is not considered in the number of legs for legality purposes. Fortunately; through good CRM (Crew Resource Management); checklist discipline and adherence to SOPs (Standard Operating Procedures) the outcome was a safe conclusion to a long day. Although fatigue wasn't a factor for me on this occasion; on another day given the same set of circumstances it very well could have.Incomplete information from scheduling when assigned the trip contributed to increased stress and confusion starting with arriving at ZZZ2 through departure. Multiple [critical issues] presented an increased challenge; especially at night; overwater; in foreign airspace after a long day.Scheduling needs to make sure it is clear to the crew when any part of their schedule is other than a normal revenue flight. Dispatch should also include a statement in the remarks section of the release if the call sign is other than what appears on the HI3; NS; TPS; etc.

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.