Narrative:

Departing ZZZZ on the zzzzx departure we suddenly encountered a flock of very large birds striking at minimum 3 birds. There was no time to avoid as they were not tightly bunched and spread over a large area. Upon impact; mostly on my (first officer) side; I immediately began to monitor engine performance. With all engine indications appearing normal; I then noticed my airspeed indication quickly dropping. I then quickly compared mine to the captain and stby airspeed indicators and determined mine was erroneous. Within seconds my airspeed indication dropped into the red band and triggered the stick shaker on my side. It would remain on the entire time until the landing roll out. I then announced to the captain [that] we have airspeed unreliable and began the associated immediate action items. After that we quickly discussed the condition of the aircraft and its fly ability. The captain continued flying the aircraft while I began coordinating a turn away from the terrain and requesting a level off and a return to the airport. The aircraft was stable; we were comfortable with the captain's airspeed; altimetry; and attitude indications along with the stby instruments; clear of terrain and heading out over the water. We then [requested priority handling]; as I quickly ran through the airspeed unreliable QRH. As the captain was flying the plane I was tasked with handling all the managerial duties. I quickly [briefed] the flight attendant's (flight attendants) without a cabin evac prep; as discussed between the captain and myself. I reprogrammed the FMC (flight management computer); sent an ACARS (aircraft communications addressing and reporting system) divert report; made a quick PA (public address); then set up for the approach back to the field. The stick shaker was extremely distracting and added to the stress of the situation; but feel we did a good job flying the aircraft first then working the situation while expediting a return to the field. We then flew the xr approach and landed in a normal configuration; but overweight. We then taxied to a remote pad and were met by fire and rescue. An exterior inspection revealed that the first officer (first officer) side aoa (angle of attack) vane had been broken completely off; with the first officer pitot tube taking a direct hit and clogged as well. In addition to significant bird remains and smears all around the first officer side and on the pitot tube; we also noted an impact area on the number two engine nacelle/lip area indicated by blood. We then deplaned the passengers; secured the aircraft and handed it over to maintenance; then proceeded to the terminal.

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Original NASA ASRS Text

Title: B737 flight crew reported encountering multiple bird strikes after takeoff.

Narrative: Departing ZZZZ on the ZZZZX departure we suddenly encountered a flock of very large birds striking at minimum 3 birds. There was no time to avoid as they were not tightly bunched and spread over a large area. Upon impact; mostly on my (First Officer) side; I immediately began to monitor engine performance. With all engine indications appearing normal; I then noticed my airspeed indication quickly dropping. I then quickly compared mine to the Captain and STBY airspeed indicators and determined mine was erroneous. Within seconds my airspeed indication dropped into the red band and triggered the stick shaker on my side. It would remain on the entire time until the landing roll out. I then announced to the Captain [that] we have airspeed unreliable and began the associated immediate action items. After that we quickly discussed the condition of the aircraft and its fly ability. The Captain continued flying the aircraft while I began coordinating a turn away from the terrain and requesting a level off and a return to the airport. The aircraft was stable; we were comfortable with the Captain's airspeed; altimetry; and attitude indications along with the STBY instruments; clear of terrain and heading out over the water. We then [requested priority handling]; as I quickly ran through the Airspeed Unreliable QRH. As the Captain was flying the plane I was tasked with handling all the managerial duties. I quickly [briefed] the FA's (flight attendants) without a cabin evac prep; as discussed between the Captain and myself. I reprogrammed the FMC (Flight Management Computer); sent an ACARS (Aircraft Communications addressing and Reporting System) divert report; made a quick PA (Public Address); then set up for the approach back to the field. The stick shaker was extremely distracting and added to the stress of the situation; but feel we did a good job flying the aircraft first then working the situation while expediting a return to the field. We then flew the XR approach and landed in a normal configuration; but overweight. We then taxied to a remote pad and were met by fire and rescue. An exterior inspection revealed that the FO (First Officer) side AOA (Angle Of Attack) vane had been broken completely off; with the FO pitot tube taking a direct hit and clogged as well. In addition to significant bird remains and smears all around the FO side and on the pitot tube; we also noted an impact area on the number two engine nacelle/lip area indicated by blood. We then deplaned the passengers; secured the aircraft and handed it over to Maintenance; then proceeded to the terminal.

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.