Narrative:

So on air carrier flight XXX on jun/sat/00, takeoff runway 25 at denver international airport. WX was not a factor. Stick shaker activated at rotation. V1=141 KTS, V2=152 KTS. Upon activation of stick shaker, captain applied maximum firewall thrust. First officer called airspds out until V2+15 KTS at which point the captain reduced thrust to normal takeoff thrust. We were at about 300-400 ft AGL when thrust was reduced. Attempted contact with air carrier maintenance through commercial radio. After circuit breaker was pulled to silence the stall indication. After several attempts to contact maintenance, we finally did about 10 mins after departure. Maintenance suggested we could continue the mission to our destination of ZZZ which was in accordance with air carrier manuals. Aircraft engines operated normally throughout sortie. Upon arrival at ZZZ, the aircraft was impounded for a triple engine change. According to the chief engine mechanic, he would not have allowed the aircraft to continue to its destination, but by the time he was contacted we were within 80 NM of ZZZ. This aircraft had a history of false stick shaker actuations, specifically at altitude of FL240 on jun/wed/00. There is no specific guidance for this situation, nor should there be. My only concern is the crew was not told about engine changes with landing and we were allowed to continue to destination. Aircraft did not show any indications that were abnormal throughout the flight.

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Original NASA ASRS Text

Title: A B727-200 HAD A STALL WARNING WITH STICK SHAKER AT ROTATION CREW USED MAX TKOF PWR UNTIL 400 FT BUT ALL 3 ENGS WERE OUT OF OVERSPD LIMITS.

Narrative: SO ON ACR FLT XXX ON JUN/SAT/00, TKOF RWY 25 AT DENVER INTL ARPT. WX WAS NOT A FACTOR. STICK SHAKER ACTIVATED AT ROTATION. V1=141 KTS, V2=152 KTS. UPON ACTIVATION OF STICK SHAKER, CAPT APPLIED MAX FIREWALL THRUST. FO CALLED AIRSPDS OUT UNTIL V2+15 KTS AT WHICH POINT THE CAPT REDUCED THRUST TO NORMAL TKOF THRUST. WE WERE AT ABOUT 300-400 FT AGL WHEN THRUST WAS REDUCED. ATTEMPTED CONTACT WITH ACR MAINT THROUGH COMMERCIAL RADIO. AFTER CIRCUIT BREAKER WAS PULLED TO SILENCE THE STALL INDICATION. AFTER SEVERAL ATTEMPTS TO CONTACT MAINT, WE FINALLY DID ABOUT 10 MINS AFTER DEP. MAINT SUGGESTED WE COULD CONTINUE THE MISSION TO OUR DEST OF ZZZ WHICH WAS IN ACCORDANCE WITH ACR MANUALS. ACFT ENGS OPERATED NORMALLY THROUGHOUT SORTIE. UPON ARR AT ZZZ, THE ACFT WAS IMPOUNDED FOR A TRIPLE ENG CHANGE. ACCORDING TO THE CHIEF ENG MECH, HE WOULD NOT HAVE ALLOWED THE ACFT TO CONTINUE TO ITS DEST, BUT BY THE TIME HE WAS CONTACTED WE WERE WITHIN 80 NM OF ZZZ. THIS ACFT HAD A HISTORY OF FALSE STICK SHAKER ACTUATIONS, SPECIFICALLY AT ALT OF FL240 ON JUN/WED/00. THERE IS NO SPECIFIC GUIDANCE FOR THIS SIT, NOR SHOULD THERE BE. MY ONLY CONCERN IS THE CREW WAS NOT TOLD ABOUT ENG CHANGES WITH LNDG AND WE WERE ALLOWED TO CONTINUE TO DEST. ACFT DID NOT SHOW ANY INDICATIONS THAT WERE ABNORMAL THROUGHOUT THE 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.