Narrative:

During the takeoff roll; just prior to rotation (within five to ten knots of vr) we were still on the runway when I received about a two second stick shaker event. By the time I recognized what was happening we were at or above vr so I concluded that the safest course of action was to continue the takeoff for several reasons.1.) when the event occurred we were still on the ground and any stall indication we would be receiving must therefore be erroneous; 2.) we were past V1 speed; 3.) not least of all we were running out of runway. I feel confident that if I needed to stop the aircraft within the remaining amount of runway I could have; but was unnecessary under the circumstances. Once we were in the air (at about 300 feet AGL) we then got several EICAS messages. 1.) stall prot fail; 2.) aoa limit fail; 3.) windshear fail; 4.) at fail (auto throttles). The aircraft was operating normally with the exception of the auto throttles; so after transferring the controls to the first officer; I referenced the QRH to determine the best course of action. Other than avoiding any uncoordinated flight the QRH did not mention landing at the nearest suitable airport so we continued on. We followed the checklists for descent and landing and added the required landing speed corrections and had an uneventful flight there after. We acarsed maintenance to give them a heads up.

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Original NASA ASRS Text

Title: EMB-170 Captain experiences a stick shaker during takeoff; after V1 prior to Vr and the takeoff is continued. Once airborne EICAS messages for Stall Prot Fail; AOA Limit Fail; Windshear Fail and AT Fail are annunciated. After referencing the QRH the flight continues to destination.

Narrative: During the takeoff roll; just prior to rotation (within five to Ten Knots of Vr) we were still on the runway when I received about a two second Stick Shaker event. By the time I recognized what was happening we were at or above Vr so I concluded that the safest course of action was to continue the takeoff for several reasons.1.) When the event occurred we were still on the ground and any stall indication we would be receiving must therefore be erroneous; 2.) We were past V1 speed; 3.) Not least of all we were running out of runway. I feel confident that if I needed to stop the aircraft within the remaining amount of runway I could have; but was unnecessary under the circumstances. Once we were in the air (at about 300 feet AGL) we then got several EICAS messages. 1.) Stall Prot Fail; 2.) AOA Limit Fail; 3.) Windshear Fail; 4.) AT Fail (Auto Throttles). The aircraft was operating normally with the exception of the Auto Throttles; so after transferring the controls to the F/O; I referenced the QRH to determine the best course of action. Other than avoiding any uncoordinated flight the QRH did NOT mention landing at the nearest suitable airport so we continued on. We followed the checklists for descent and landing and added the required landing speed corrections and had an uneventful flight there after. We ACARSed Maintenance to give them a heads up.

Data retrieved from NASA's ASRS site 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.