Narrative:

ATC facility: dfw tower. Location: dfw airport. Preflight all normal. On pushback got vane #1 heat message on MFDU and vane #1 fault on overhead panel. Reset and message and fault cleared. Taxi out normal. Takeoff normal till V2 liftoff. Then got continuous stick shaker. Confirmed captain, first officer and standby airspds all the same 160 KTS and accelerating. Called for gear up. No stall indications except shaker. Several messages and procedures on MFDU -- stick pusher procedure, which was accomplished, stall computer fail effects message. Several others appeared on left MFDU then disappeared. Asked tower for immediate return, vector. Climbed to 3000 ft. Noted overweight landing climb and runway limits. Informed flight attendants of immediate return, no emergency. Accomplished landing checklist, checked V speeds for landing 90.5. Landed visual ILS runway 13R. Landing normal, sink less than 200 FPM. Stick shaker stopped at touchdown, cleared runway, asked tower to tell emergency trucks to continue to follow us to gate as #4 brake temperature was in yellow band. After landing, no messages or status messages on MFDU. Returned to gate, accomplished log write-up. Should have declared formal emergency for overweight landing. Maintenance inspected aircraft, changed stall computer, signed all log write-ups. First officer accomplished preflight. Pushed back, got same vane #1 heat message and fault. Reset cleared. Called maintenance. Told same things as before were starting to happen. Maintenance said it was not related to previous. On taxi out, got hydraulic stabilizer #2 message and fault light. Would not reset. Maintenance said return to gate. Took 1 hour to get to gate. On gate arrival agent said we are missing a part she watches for. Went out. I have no idea when or how it happened. Suspect it was there but damaged on first takeoff causing stick shaker and other problems, then fell off during taxi out second departure. Maintenance inspected aircraft after first return and crew performed outside preflight. Of course, aircraft was taken OTS. Callback conversation with reporter revealed the following information: reporter never saw the angle of attack probe break off. He suspects it broke during some jetway maneuver as the aircraft parked or departed. Because the angle of attack indicator was broken, as soon as the aircraft lifted off, the stick shaker started to sound, but the aircraft accelerated rapidly and had airspeed greater than stall. Reporter did not declare an emergency but requested immediate landing. He was 2000 pounds over maximum landing weight but did not want to wait for fuel to burn down. It was very noisy with the stick shaker constantly making noise. He was mainly concerned that the control wheel would be pushed forward by the design mechanism that pushes the nose down to break a stall, but that never happened. It was the gate agent that noticed the angle of attack probe to be broken. Reporter could not understand why the other working angle of attack probe would permit the stick shaker to keep on activating. Upon landing, the control column stopped shaking and everything quickly returned to normal. During taxi in, all system returned to normal. Upon parking, the gate agent informed the flight crew the angle of attack probe was broken off. The aircraft was taken OTS until the next day.

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Original NASA ASRS Text

Title: AN F100 ACFT TAKES OFF WITH A BROKEN ANGLE OF ATTACK PROBE AND IMMEDIATELY RECEIVES A STALL WARNING BY THE STICK SHAKER ACTIVATING AT LIFT OFF. FLC LANDS ACFT ASAP AND STICK SHAKER STOPS. FLC THEN FINDS OUT THE ANGLE OF ATTACK PROBE HAS BEEN BROKEN OFF AS THEY PARK AT THE PAX GATE.

Narrative: ATC FACILITY: DFW TWR. LOCATION: DFW ARPT. PREFLT ALL NORMAL. ON PUSHBACK GOT VANE #1 HEAT MESSAGE ON MFDU AND VANE #1 FAULT ON OVERHEAD PANEL. RESET AND MESSAGE AND FAULT CLRED. TAXI OUT NORMAL. TKOF NORMAL TILL V2 LIFTOFF. THEN GOT CONTINUOUS STICK SHAKER. CONFIRMED CAPT, FO AND STANDBY AIRSPDS ALL THE SAME 160 KTS AND ACCELERATING. CALLED FOR GEAR UP. NO STALL INDICATIONS EXCEPT SHAKER. SEVERAL MESSAGES AND PROCS ON MFDU -- STICK PUSHER PROC, WHICH WAS ACCOMPLISHED, STALL COMPUTER FAIL EFFECTS MESSAGE. SEVERAL OTHERS APPEARED ON L MFDU THEN DISAPPEARED. ASKED TWR FOR IMMEDIATE RETURN, VECTOR. CLBED TO 3000 FT. NOTED OVERWT LNDG CLB AND RWY LIMITS. INFORMED FLT ATTENDANTS OF IMMEDIATE RETURN, NO EMER. ACCOMPLISHED LNDG CHKLIST, CHKED V SPDS FOR LNDG 90.5. LANDED VISUAL ILS RWY 13R. LNDG NORMAL, SINK LESS THAN 200 FPM. STICK SHAKER STOPPED AT TOUCHDOWN, CLRED RWY, ASKED TWR TO TELL EMER TRUCKS TO CONTINUE TO FOLLOW US TO GATE AS #4 BRAKE TEMP WAS IN YELLOW BAND. AFTER LNDG, NO MESSAGES OR STATUS MESSAGES ON MFDU. RETURNED TO GATE, ACCOMPLISHED LOG WRITE-UP. SHOULD HAVE DECLARED FORMAL EMER FOR OVERWT LNDG. MAINT INSPECTED ACFT, CHANGED STALL COMPUTER, SIGNED ALL LOG WRITE-UPS. FO ACCOMPLISHED PREFLT. PUSHED BACK, GOT SAME VANE #1 HEAT MESSAGE AND FAULT. RESET CLRED. CALLED MAINT. TOLD SAME THINGS AS BEFORE WERE STARTING TO HAPPEN. MAINT SAID IT WAS NOT RELATED TO PREVIOUS. ON TAXI OUT, GOT HYD STABILIZER #2 MESSAGE AND FAULT LIGHT. WOULD NOT RESET. MAINT SAID RETURN TO GATE. TOOK 1 HR TO GET TO GATE. ON GATE ARR AGENT SAID WE ARE MISSING A PART SHE WATCHES FOR. WENT OUT. I HAVE NO IDEA WHEN OR HOW IT HAPPENED. SUSPECT IT WAS THERE BUT DAMAGED ON FIRST TKOF CAUSING STICK SHAKER AND OTHER PROBS, THEN FELL OFF DURING TAXI OUT SECOND DEP. MAINT INSPECTED ACFT AFTER FIRST RETURN AND CREW PERFORMED OUTSIDE PREFLT. OF COURSE, ACFT WAS TAKEN OTS. CALLBACK CONVERSATION WITH RPTR REVEALED THE FOLLOWING INFO: RPTR NEVER SAW THE ANGLE OF ATTACK PROBE BREAK OFF. HE SUSPECTS IT BROKE DURING SOME JETWAY MANEUVER AS THE ACFT PARKED OR DEPARTED. BECAUSE THE ANGLE OF ATTACK INDICATOR WAS BROKEN, AS SOON AS THE ACFT LIFTED OFF, THE STICK SHAKER STARTED TO SOUND, BUT THE ACFT ACCELERATED RAPIDLY AND HAD AIRSPD GREATER THAN STALL. RPTR DID NOT DECLARE AN EMER BUT REQUESTED IMMEDIATE LNDG. HE WAS 2000 LBS OVER MAX LNDG WT BUT DID NOT WANT TO WAIT FOR FUEL TO BURN DOWN. IT WAS VERY NOISY WITH THE STICK SHAKER CONSTANTLY MAKING NOISE. HE WAS MAINLY CONCERNED THAT THE CTL WHEEL WOULD BE PUSHED FORWARD BY THE DESIGN MECHANISM THAT PUSHES THE NOSE DOWN TO BREAK A STALL, BUT THAT NEVER HAPPENED. IT WAS THE GATE AGENT THAT NOTICED THE ANGLE OF ATTACK PROBE TO BE BROKEN. RPTR COULD NOT UNDERSTAND WHY THE OTHER WORKING ANGLE OF ATTACK PROBE WOULD PERMIT THE STICK SHAKER TO KEEP ON ACTIVATING. UPON LNDG, THE CTL COLUMN STOPPED SHAKING AND EVERYTHING QUICKLY RETURNED TO NORMAL. DURING TAXI IN, ALL SYS RETURNED TO NORMAL. UPON PARKING, THE GATE AGENT INFORMED THE FLC THE ANGLE OF ATTACK PROBE WAS BROKEN OFF. THE ACFT WAS TAKEN OTS UNTIL THE NEXT DAY.

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.