Narrative:

Originated flight in bdl for first leg of the day. No damage to aoa (angle of attack) vanes or pitot probes noted during preflight inspection. Aircraft had been deiced with 50/50 type 1 and the aircraft was free of contamination. The temperature was above freezing, but there was still ice on the ramp in shaded areas. Startup and taxi were standard. Takeoff roll was normal until just after rotation when the stick shaker came on and stayed on. As the PF, I noted that the airspeed seemed to be normal and continued a 'gentle' rotation and advanced the thrust levers to the maximum power stops. Once safely airborne we retracted the landing gear and continued to accelerate, leaving the flaps at 5 degrees, while turning right to stay over the low terrain, as indicated by the single engine climb procedures published for bdl. After a brief evaluation that the aircraft was flying normally, we configured for landing and touched down on runway 24. The stick shaker stopped at approximately 80 KTS. In the gate, we were able to see that the left side aoa vane was broken and hanging by the internal wires. Supplemental information from acn 611239: I ran the checklist and tried to determine the cause of the stick shaker. On approach, I noticed in the HUD, that the aoa limit symbol was at the bottom of the combiner. Before landing, I told my first officer that we probably have an inoperative alpha vane. After our normal landing and parked on the gate, we discovered the left alpha vane hanging by wires from its base.

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Original NASA ASRS Text

Title: B737-300 CREW HAD THE STICK SHAKER ACTIVATE ON TKOF ROTATION.

Narrative: ORIGINATED FLT IN BDL FOR FIRST LEG OF THE DAY. NO DAMAGE TO AOA (ANGLE OF ATTACK) VANES OR PITOT PROBES NOTED DURING PREFLT INSPECTION. ACFT HAD BEEN DEICED WITH 50/50 TYPE 1 AND THE ACFT WAS FREE OF CONTAMINATION. THE TEMP WAS ABOVE FREEZING, BUT THERE WAS STILL ICE ON THE RAMP IN SHADED AREAS. STARTUP AND TAXI WERE STANDARD. TKOF ROLL WAS NORMAL UNTIL JUST AFTER ROTATION WHEN THE STICK SHAKER CAME ON AND STAYED ON. AS THE PF, I NOTED THAT THE AIRSPD SEEMED TO BE NORMAL AND CONTINUED A 'GENTLE' ROTATION AND ADVANCED THE THRUST LEVERS TO THE MAX PWR STOPS. ONCE SAFELY AIRBORNE WE RETRACTED THE LNDG GEAR AND CONTINUED TO ACCELERATE, LEAVING THE FLAPS AT 5 DEGS, WHILE TURNING R TO STAY OVER THE LOW TERRAIN, AS INDICATED BY THE SINGLE ENG CLB PROCS PUBLISHED FOR BDL. AFTER A BRIEF EVALUATION THAT THE ACFT WAS FLYING NORMALLY, WE CONFIGURED FOR LNDG AND TOUCHED DOWN ON RWY 24. THE STICK SHAKER STOPPED AT APPROX 80 KTS. IN THE GATE, WE WERE ABLE TO SEE THAT THE L SIDE AOA VANE WAS BROKEN AND HANGING BY THE INTERNAL WIRES. SUPPLEMENTAL INFO FROM ACN 611239: I RAN THE CHKLIST AND TRIED TO DETERMINE THE CAUSE OF THE STICK SHAKER. ON APCH, I NOTICED IN THE HUD, THAT THE AOA LIMIT SYMBOL WAS AT THE BOTTOM OF THE COMBINER. BEFORE LNDG, I TOLD MY FO THAT WE PROBABLY HAVE AN INOP ALPHA VANE. AFTER OUR NORMAL LNDG AND PARKED ON THE GATE, WE DISCOVERED THE L ALPHA VANE HANGING BY WIRES FROM ITS BASE.

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.