Narrative:

Takeoff from mdw, runway 31C, mdw 4 departure, right turn 070 degrees. Complete turn within 4 DME. First officer flying. He called for flaps 0 degrees passing 2000 ft, and 30 degree angle of bank. I hesitated because speed was V2G plus 3-4 KTS. He reduced bank angle, and aircraft accelerated to V2F plus 10 and I raised the flaps. The first officer immediately increased back pressure and pre-stall stick shaker activated at V2F plus 4-5 KTS. Bank angle immediately reduced and power added. (I believe that the first officer also began to reduce power as he increased back pressure.) climb was continued without further incident to 3000 ft. I believe that the aircraft was accelerating at the time of flap retraction. The rapid g- loading due to the excessive back pressure on the controls and probable power reduction stopped the acceleration and triggered the pre-stall warning. Factors: mdw 4 departure is quite restrictive and causes pilots to vary their normal takeoff/initial turn and initial climb procedure. Mdw used to be a captain's only airport for us and perhaps should be gain. A pre takeoff briefing would have been most helpful. Speed command. I always include the speed command in my scan during flap retraction. Both speed commands proved to be 'sticking' during the next approach. They both indicated one DOT slow when aircraft was vref plus 5-10 KTS. They then both popped up into proper on-speed indication during final phase of approach. Speed command was written up in log at end of flight.

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Original NASA ASRS Text

Title: AN ACR MLG HAD A STICK SHAKER AFTER TKOF.

Narrative: TKOF FROM MDW, RWY 31C, MDW 4 DEP, R TURN 070 DEGS. COMPLETE TURN WITHIN 4 DME. FO FLYING. HE CALLED FOR FLAPS 0 DEGS PASSING 2000 FT, AND 30 DEG ANGLE OF BANK. I HESITATED BECAUSE SPD WAS V2G PLUS 3-4 KTS. HE REDUCED BANK ANGLE, AND ACFT ACCELERATED TO V2F PLUS 10 AND I RAISED THE FLAPS. THE FO IMMEDIATELY INCREASED BACK PRESSURE AND PRE-STALL STICK SHAKER ACTIVATED AT V2F PLUS 4-5 KTS. BANK ANGLE IMMEDIATELY REDUCED AND PWR ADDED. (I BELIEVE THAT THE FO ALSO BEGAN TO REDUCE PWR AS HE INCREASED BACK PRESSURE.) CLB WAS CONTINUED WITHOUT FURTHER INCIDENT TO 3000 FT. I BELIEVE THAT THE ACFT WAS ACCELERATING AT THE TIME OF FLAP RETRACTION. THE RAPID G- LOADING DUE TO THE EXCESSIVE BACK PRESSURE ON THE CTLS AND PROBABLE PWR REDUCTION STOPPED THE ACCELERATION AND TRIGGERED THE PRE-STALL WARNING. FACTORS: MDW 4 DEP IS QUITE RESTRICTIVE AND CAUSES PLTS TO VARY THEIR NORMAL TKOF/INITIAL TURN AND INITIAL CLB PROC. MDW USED TO BE A CAPT'S ONLY ARPT FOR US AND PERHAPS SHOULD BE GAIN. A PRE TKOF BRIEFING WOULD HAVE BEEN MOST HELPFUL. SPD COMMAND. I ALWAYS INCLUDE THE SPD COMMAND IN MY SCAN DURING FLAP RETRACTION. BOTH SPD COMMANDS PROVED TO BE 'STICKING' DURING THE NEXT APCH. THEY BOTH INDICATED ONE DOT SLOW WHEN ACFT WAS VREF PLUS 5-10 KTS. THEY THEN BOTH POPPED UP INTO PROPER ON-SPD INDICATION DURING FINAL PHASE OF APCH. SPD COMMAND WAS WRITTEN UP IN LOG AT END OF FLT.

Data retrieved from NASA's ASRS site as of July 2007 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.