Narrative:

Aircraft was actually [tail number X]; not [tail number Y]. It was grounded for more than 72 hours prior to our flight. Experienced significant delay (about 3.5 hours) due to thunder storm in terminal area. On pushback we got the eec altn lights. Prior to taxi; with parking brake set ca (captain) called [dispatch] for patch to [maintenance control] engine. Spoke to [maintenance] about problem. Noted ca reset eecs; with altn extinguished. Inquired if there was any issue with continuing. Maintenance inquired about cds flags or other cautions. None observed; ok to continue per [maintenance]. Normal taxi out and initial takeoff. A/T disengaged almost simultaneously with the airspeed on first officer (first officer) reaching 100 knots (about 60 knots on ca display who was PF [pilot flying]). After startle; then quick cross check first officer called out 100 knots and that there was a problem with airspeed indications ... Noting his were normal. Transfer of PF duties prior to V1 ... Normal rotation and takeoff by first officer. Flew out on departure and got the aircraft cleaned up and safely away from the ground. Continued climb out to get out of mod turbulence in area due to ts to allow for troubleshooting. Informed ATC of the problem and asked to stop at FL200. Overspeed clacker started and we elected to stop the climb and initiate descent to 10;000 feet to continue troubleshooting. Ca as PNF (pilot not flying) was distracted by the eec issue and slow to realize the airspeed unreliable situation. First officer and [the jumpseater] did great job in keeping aircraft in safe envelope. Turbulence and distractions from warnings and annunciations contributed to PNF not completing all QRH checklists. Hand flown ILS to visibility runway xxl after speaking with flight attendants; passengers; and ACARS message to [dispatch] of return and emerg. Uneventful; safe; under max weight landing on runway xxl. Taxi to gate followed by crash and fire. Ca spoke to [operations management] on cell at gate after completion of parking checklist. Elb entry made. Spoke to local [maintenance] in cockpit to try to assist in troubleshooting prior to aircraft swap to next gate for continuation of flight.ca supported by a superb first officer yesterday (and [the jumpseater] who we brought into help). Good CRM and communication between crew. Ca needs to do a better job separating PF / PNF to allow for more focused approach to identification of the problem and completion of all appropriate checklists. Spoke to [union] member who noted that it seemed to be a good opportunity for learning; and I agree.

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Original NASA ASRS Text

Title: B-737 flight crew; including jumpseat pilot; reported an uneventful emergency air return due to a malfunctioning EEC on takeoff.

Narrative: Aircraft was actually [Tail Number X]; not [Tail Number Y]. It was grounded for more than 72 hours prior to our flight. Experienced significant delay (about 3.5 hours) due to thunder storm in terminal area. On pushback we got the EEC ALTN lights. Prior to taxi; with parking brake set CA (Captain) called [Dispatch] for patch to [Maintenance Control] ENG. Spoke to [Maintenance] about problem. Noted CA reset EECs; with ALTN extinguished. Inquired if there was any issue with continuing. Maintenance inquired about CDS flags or other cautions. None observed; OK to continue per [Maintenance]. Normal taxi out and initial takeoff. A/T disengaged almost simultaneously with the airspeed on FO (First Officer) reaching 100 knots (about 60 knots on CA display who was PF [Pilot Flying]). After startle; then quick cross check FO called out 100 knots and that there was a problem with airspeed indications ... noting his were normal. Transfer of PF duties prior to V1 ... normal rotation and takeoff by FO. Flew out on departure and got the aircraft cleaned up and safely away from the ground. Continued climb out to get out of MOD TURB in area due to TS to allow for troubleshooting. Informed ATC of the problem and asked to stop at FL200. Overspeed clacker started and we elected to stop the climb and initiate descent to 10;000 feet to continue troubleshooting. CA as PNF (Pilot Not Flying) was distracted by the EEC issue and slow to realize the Airspeed Unreliable situation. FO and [the jumpseater] did great job in keeping ACFT in safe envelope. Turbulence and distractions from warnings and annunciations contributed to PNF not completing all QRH checklists. Hand flown ILS to VIS runway XXL after speaking with flight attendants; passengers; and ACARS message to [Dispatch] of return and EMERG. Uneventful; safe; under max weight landing on RWY XXL. Taxi to gate followed by crash and fire. CA spoke to [Operations Management] on cell at gate after completion of parking checklist. ELB entry made. Spoke to local [Maintenance] in cockpit to try to assist in troubleshooting prior to aircraft swap to next gate for continuation of flight.CA supported by a superb FO yesterday (and [the jumpseater] who we brought into help). Good CRM and communication between crew. CA needs to do a better job separating PF / PNF to allow for more focused approach to identification of the problem and completion of all appropriate checklists. Spoke to [Union] member who noted that it seemed to be a good opportunity for learning; and I agree.

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.