Narrative:

[We were] descending on the arrival into ZZZ and on downwind for a visual approach to runway xxr. As the aircraft began to descend from 9;000 feet to 8;000 feet at 210 knots; the crew heard a very loud bang. Both pilots suspected a bird strike. A few seconds later the engine master caution came on then went back off. Both pilots agreed more than likely engine damage occurred; but a glance at the engine instruments showed both engines were normal operation. However; the autothrottles did kick off further indicating engine damage. The first officer [advised] with approach control and requested priority handling for immediate landing. Approach requested to know the nature of the [event] time permitting. The first officer (first officer) informed approach of suspected bird strike and engine surge suspected on number one engine.the captain started the APU in anticipation of losing an engine. The first officer suggested completing the engine surge checklist. The captain agreed and then also asked for the single engine landing checklist; which was performed. During turn to final the captain noted an airspeed disagree caution light. The first officer confirmed the GPS ground speed was 178 knots; which matched the captain's airspeed indicator. The first officer's airspeed indicator was 30 knots low; thus; both pilots agreed the captain's airspeed indicator was the reliable indicator. Since we were turning final and had visual contact with the runway; it was decided to continue the approach and to rely on captain's airspeed indicator. We completed the single engine before landing checklist prior to the final approach fix; and the captain affected an approach to landing; flaps 30; at a faster than normal speed in anticipation of a possible engine failure. We touched down with no further incident.in regards to communication with the flight attendants and passengers; we asked the flight attendants to stay seated and that we would get back to them. The flight attendants did call us back later to inform us of visual damage due to bird strike. We thanked them and continued to focus on the approach to landing; we did not make an announcement to passengers. After landing it was noted that both engines were operating in the alternate mode. Multiple bird strikes causing damage to both engines; leading edge slats and radome.

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Original NASA ASRS Text

Title: B737-700 flight crew reported several aircraft system malfunctions due to multiple bird strike on approach.

Narrative: [We were] descending on the Arrival into ZZZ and on downwind for a visual approach to Runway XXR. As the aircraft began to descend from 9;000 feet to 8;000 feet at 210 knots; the crew heard a very loud bang. Both pilots suspected a bird strike. A few seconds later the ENG Master Caution came on then went back off. Both pilots agreed more than likely engine damage occurred; but a glance at the engine instruments showed both engines were normal operation. However; the autothrottles did kick off further indicating engine damage. The First Officer [advised] with Approach Control and requested priority handling for immediate landing. Approach requested to know the nature of the [event] time permitting. The FO (First Officer) informed Approach of suspected bird strike and engine surge suspected on number one engine.The Captain started the APU in anticipation of losing an engine. The FO suggested completing the Engine Surge Checklist. The Captain agreed and then also asked for the Single Engine Landing Checklist; which was performed. During turn to final the Captain noted an Airspeed Disagree Caution light. The FO confirmed the GPS ground speed was 178 knots; which matched the Captain's airspeed indicator. The FO's airspeed indicator was 30 knots low; thus; both pilots agreed the Captain's airspeed indicator was the reliable indicator. Since we were turning final and had visual contact with the runway; it was decided to continue the approach and to rely on Captain's airspeed indicator. We completed the Single Engine Before Landing Checklist prior to the final approach fix; and the Captain affected an approach to landing; flaps 30; at a faster than normal speed in anticipation of a possible engine failure. We touched down with no further incident.In regards to communication with the flight attendants and passengers; we asked the flight attendants to stay seated and that we would get back to them. The flight attendants did call us back later to inform us of visual damage due to bird strike. We thanked them and continued to focus on the approach to landing; we did not make an announcement to passengers. After landing it was noted that both engines were operating in the Alternate mode. Multiple bird strikes causing damage to both engines; leading edge slats and radome.

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.