FLC OF ACR MLG ACFT EXPERIENCED ACFT ENG AND INST MALFUNCTION DURING TKOF BUT CONTINUED TO DEST.

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THE CAPT WAS TAKING OFF ON RWY 16L AT SLC. MLG ACFT. WHEN TOGA WAS SELECTED; EPR WAS ANNUNCIATED INSTEAD OF TOGA. THAT DISTRACTED ME SOMEWHAT. I CALLED OUT THAT 'EPR WAS THERE INSTEAD OF TOGA. INSTS CHKED AND PWR STABILIZED.' I DID NOT CHK CAPT'S AIRSPD INDICATOR AS I NORMALLY DO. AT 90 KTS; THE CAPT STATED THAT HE DID NOT HAVE ANY AIRSPD INDICATION. I CALLED OUT V SPDS AND THE CAPT MADE A NORMAL TKOF. AT APPROX 1000 FT AGL; HE STATED THAT HIS VVI AND ALTIMETER WEREN'T WORKING; HE THEN TRANSFERRED CTL OF THE ACFT TO ME. I MADE A NORMAL CLBOUT. I BELIEVED THE PROBLEM WAS A POPPED CIRCUIT BREAKER. THE CAPT CONSULTED THE POM (PLT'S OPERATING MANUAL). CADC CIRCUIT BREAKER WITH NO RESULTS. THE CAPT DECIDED TO CONSULT OUR FLT DISPATCHER AND MAINT VIA ATLANTA RADIO. THIS TOOK APPROX 10 MINS. I DID NOT MONITOR THE CONVERSATION. AFTERWARDS; HE STATED THAT WE WOULD PROCEED TO DFW SINCE THE WX ENRTE WAS VMC AND ATLANTA SUPPORTED THAT DECISION. I MADE A NORMAL DSCNT AND LNDG. DFW MAINT PERSONNEL MET OUR FLT. UPON MY FIRST CONTACT WITH HIM; HE STATED THAT TUBES HAD BEEN DISCONNECTED FROM THE PITOT/STATIC SYS. THE ACFT HAD UNDERGONE MAINT ON IT'S MACH TRIM SYS THE PREVIOUS NIGHT IN SLC. WE HAD NO WAY TO KNOW THAT THIS MIGHT OCCUR. WE WERE AWARE OF THE MAINT WHICH TOOK PLACE. OUR PRETKOF INDICATIONS WERE NORMAL. A HIGH SPD ABORT WASN'T NECESSARY; BUT PERHAPS A RETURN TO SLC WOULD HAVE BEEN PRUDENT. HOWEVER; AT NO TIME WAS FLT SAFETY COMPROMISED. THERE WAS NO WRITTEN GUIDANCE ON THIS TYPE OF SITUATION BUT I BELIEVE THERE SHOULD BE.