Narrative:

We arrived in lnk at XA59 in a snow fall. Stopped at the gate and performed a postflt which showed very little ice accumulation. There was a constant dry snow and we blocked out of lnk at XB17. We started deice at XB29 and finished at XB41 with type 1 fluid. WX (ATIS) at departure time was winds 010 degrees at 17 KTS gusting to 27 KTS, visibility 2 mi, 1500 ft broken, -9 degrees C, for a takeoff on runway 36. Since only type 1 fluid was available and gave us 4-6 min holdover, I (the first officer), performed a wing contamination check at XB48. Wing appeared clear of any ice. We started takeoff roll at XB49. We had 17 passenger plus crew of 3, 1100 pounds cargo and 9610 pounds fuel at takeoff roll. We used 46000 pounds takeoff cards, oew 31479, unpressurized takeoff due to inoperative APU, continuous ignition on, wings and cowls on for a takeoff N1 of 86.7. V1=128, vr=129, vz=136, vt=175. All normal at V1. At vr +2 seconds, stall horn on and intermittent shaker. I was PNF. Captain, PF, firewalled thrust levers and called maximum power. I looked and saw airspeed increasing and a vertical velocity of 1100 FPM up while the stall horn continued for about a total of 20 seconds. With airspeed increasing and vertical velocity increasing, I set a maximum power of 97.1% N1. I called positive rate and at vr of +10-15 seconds, captain called gear up, accelerated to 210 KTS and captain called for flaps up. Before gear up, we got the stall fail, stabilizer trim and mach trim caution messages. Stall fail went away on its own and captain reset stabilizer trim and mach trim. We continued our climb out at 230 KTS at 5-8 degrees attitude. We received a gear disagreement warning due to our excessive speed and slowed our climb speed to about 210 KTS, at which time the gear disagreement extinguished. We did not receive a windshear alert, an icon or voice command. Possible causes: 1) angle of attack vane frozen, 2) ice on wing or tail, or 3) windshear. The captain wrote up the angle of attack vane for maintenance to check out in dtw upon landing there. Callback conversation with reporter revealed the following information: reporter advised that maintenance found no anomalies and believes the aircraft was redispatched with another flight crew shortly after they landed at dtw.

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Original NASA ASRS Text

Title: FLT CREW OF CARJ DEPARTING LNK IN COLD, GUSTY WINDS AND SNOW EXPERIENCE STALL WARNING AND STICK SHAKER DURING INITIAL CLB. NO PERFORMANCE DEGRADATION NOTED.

Narrative: WE ARRIVED IN LNK AT XA59 IN A SNOW FALL. STOPPED AT THE GATE AND PERFORMED A POSTFLT WHICH SHOWED VERY LITTLE ICE ACCUMULATION. THERE WAS A CONSTANT DRY SNOW AND WE BLOCKED OUT OF LNK AT XB17. WE STARTED DEICE AT XB29 AND FINISHED AT XB41 WITH TYPE 1 FLUID. WX (ATIS) AT DEP TIME WAS WINDS 010 DEGS AT 17 KTS GUSTING TO 27 KTS, VISIBILITY 2 MI, 1500 FT BROKEN, -9 DEGS C, FOR A TKOF ON RWY 36. SINCE ONLY TYPE 1 FLUID WAS AVAILABLE AND GAVE US 4-6 MIN HOLDOVER, I (THE FO), PERFORMED A WING CONTAMINATION CHK AT XB48. WING APPEARED CLR OF ANY ICE. WE STARTED TKOF ROLL AT XB49. WE HAD 17 PAX PLUS CREW OF 3, 1100 LBS CARGO AND 9610 LBS FUEL AT TKOF ROLL. WE USED 46000 LBS TKOF CARDS, OEW 31479, UNPRESSURIZED TKOF DUE TO INOP APU, CONTINUOUS IGNITION ON, WINGS AND COWLS ON FOR A TKOF N1 OF 86.7. V1=128, VR=129, VZ=136, VT=175. ALL NORMAL AT V1. AT VR +2 SECONDS, STALL HORN ON AND INTERMITTENT SHAKER. I WAS PNF. CAPT, PF, FIREWALLED THRUST LEVERS AND CALLED MAX PWR. I LOOKED AND SAW AIRSPD INCREASING AND A VERT VELOCITY OF 1100 FPM UP WHILE THE STALL HORN CONTINUED FOR ABOUT A TOTAL OF 20 SECONDS. WITH AIRSPD INCREASING AND VERT VELOCITY INCREASING, I SET A MAX PWR OF 97.1% N1. I CALLED POSITIVE RATE AND AT VR OF +10-15 SECONDS, CAPT CALLED GEAR UP, ACCELERATED TO 210 KTS AND CAPT CALLED FOR FLAPS UP. BEFORE GEAR UP, WE GOT THE STALL FAIL, STABILIZER TRIM AND MACH TRIM CAUTION MESSAGES. STALL FAIL WENT AWAY ON ITS OWN AND CAPT RESET STABILIZER TRIM AND MACH TRIM. WE CONTINUED OUR CLBOUT AT 230 KTS AT 5-8 DEGS ATTITUDE. WE RECEIVED A GEAR DISAGREEMENT WARNING DUE TO OUR EXCESSIVE SPD AND SLOWED OUR CLB SPD TO ABOUT 210 KTS, AT WHICH TIME THE GEAR DISAGREEMENT EXTINGUISHED. WE DID NOT RECEIVE A WINDSHEAR ALERT, AN ICON OR VOICE COMMAND. POSSIBLE CAUSES: 1) ANGLE OF ATTACK VANE FROZEN, 2) ICE ON WING OR TAIL, OR 3) WINDSHEAR. THE CAPT WROTE UP THE ANGLE OF ATTACK VANE FOR MAINT TO CHK OUT IN DTW UPON LNDG THERE. CALLBACK CONVERSATION WITH RPTR REVEALED THE FOLLOWING INFO: RPTR ADVISED THAT MAINT FOUND NO ANOMALIES AND BELIEVES THE ACFT WAS REDISPATCHED WITH ANOTHER FLT CREW SHORTLY AFTER THEY LANDED AT DTW.

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.