Narrative:

We taxied out of the mem ramp at XX08Z for a flight to pvd. At XX20Z we were cleared for takeoff by the tower. At rotation, during the takeoff roll, the stall warning stick shaker activated. Firewall power was applied to all 3 engines. Gear was retracted and climb out continued without any stall buffeting. After approximately 45 seconds, power was reduced as we began accelerating and climbing normally to 4000 ft (our assigned altitude by ATC). However, the stick shaker continued to activate for the remainder of the flight until touchdown. We informed ATC of our situation and declared an emergency. After dumping fuel to lighten the aircraft so as to get down to our maximum landing weight, we made a left pattern for runway 18R. After we completed the 'in-range' and 'approach' checklists, the landing gear was lowered and flaps were extended on schedule and a normal landing was made. As we were waiting to taxi back into the ramp at mem, the captain (who made the takeoff) said the rotation was abnormally nose heavy. After taxi in, maintenance found evidence of a bird strike on the right side of the aircraft just below the angle of attack sensor. The bird strike was the most likely contributing factor or cause for the stall warning stick shaker to activate on takeoff rotation, even though we never saw the bird (since this event was at night).

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Original NASA ASRS Text

Title: A B727-100 ON TKOF ROTATION DECLARED AN EMER AND DIVERTED DUE TO A CONTINUOUS STALL WARNING STICK SHAKER CAUSED BY A BIRD STRIKE ON THE STALL WARNING SENSOR.

Narrative: WE TAXIED OUT OF THE MEM RAMP AT XX08Z FOR A FLT TO PVD. AT XX20Z WE WERE CLRED FOR TKOF BY THE TWR. AT ROTATION, DURING THE TKOF ROLL, THE STALL WARNING STICK SHAKER ACTIVATED. FIREWALL PWR WAS APPLIED TO ALL 3 ENGS. GEAR WAS RETRACTED AND CLBOUT CONTINUED WITHOUT ANY STALL BUFFETING. AFTER APPROX 45 SECONDS, PWR WAS REDUCED AS WE BEGAN ACCELERATING AND CLBING NORMALLY TO 4000 FT (OUR ASSIGNED ALT BY ATC). HOWEVER, THE STICK SHAKER CONTINUED TO ACTIVATE FOR THE REMAINDER OF THE FLT UNTIL TOUCHDOWN. WE INFORMED ATC OF OUR SIT AND DECLARED AN EMER. AFTER DUMPING FUEL TO LIGHTEN THE ACFT SO AS TO GET DOWN TO OUR MAX LNDG WT, WE MADE A L PATTERN FOR RWY 18R. AFTER WE COMPLETED THE 'IN-RANGE' AND 'APCH' CHKLISTS, THE LNDG GEAR WAS LOWERED AND FLAPS WERE EXTENDED ON SCHEDULE AND A NORMAL LNDG WAS MADE. AS WE WERE WAITING TO TAXI BACK INTO THE RAMP AT MEM, THE CAPT (WHO MADE THE TKOF) SAID THE ROTATION WAS ABNORMALLY NOSE HVY. AFTER TAXI IN, MAINT FOUND EVIDENCE OF A BIRD STRIKE ON THE R SIDE OF THE ACFT JUST BELOW THE ANGLE OF ATTACK SENSOR. THE BIRD STRIKE WAS THE MOST LIKELY CONTRIBUTING FACTOR OR CAUSE FOR THE STALL WARNING STICK SHAKER TO ACTIVATE ON TKOF ROTATION, EVEN THOUGH WE NEVER SAW THE BIRD (SINCE THIS EVENT WAS AT NIGHT).

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.