Narrative:

During climb out we received a 'stall fail' EICAS caution message. We ran the appropriate procedure utilizing the QRH and made note of the fact that with this condition we could potentially get false information from the stall warning system. While in climb at roughly FL330 with the aircraft's autopilot engaged with speed mode (at approximately .70M) and navigation mode (FMS) we received a stall warning and the stick shaker activated. I applied maximum thrust and [reduced] pitch to level off; noticing that our speed was at a normal climb speed and that we shouldn't be getting a stick shaker.to be prudent; we asked for a lower altitude and smoothly transitioned into a gradual descent. In descent; my speed tape showed that I was nearing mmo and the lower end of the speed tape showed me close to stall speed. At this point I felt that I was getting false stall warning information. We leveled at FL290 and I kept the speed at a normal cruise speed (between the top red and the bottom red on the speed tape).while in straight and level flight at a good speed the stall shaker persisted. We found the applicable procedure in the QRH and pulled two circuit breakers; which disengaged the stick shaker. We reengaged the autopilot and assessed the situation and the causes for the false stick shaker. We later asked our flight attendant if she felt any bumps or anything out of the ordinary and she said that she had not.I think that this situation was not avoidable given the state of the aircraft and the mechanical issues it was having. I believe this information is worth passing along however; because it was pilot instinct and protocol to apply max thrust and pitch to avoid a stall. When the speed tape was showing a possible stall and possible over speed situation; it was important to think critically and avoid the over speed more so than the stall speed because the stall speed was false.

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Original NASA ASRS Text

Title: A CRJ-200 flight crew received inappropriate stick shaker activation along with a STALL FAIL EICAS message during climb at normal speeds. Following a moderate precautionary descent; they pulled the circuit breakers for the stick shaker and proceeded to their destination making appropriate QRH directed speed adjustments on arrival.

Narrative: During climb out we received a 'STALL FAIL' EICAS caution message. We ran the appropriate procedure utilizing the QRH and made note of the fact that with this condition we could potentially get false information from the stall warning system. While in climb at roughly FL330 with the aircraft's autopilot engaged with speed mode (at approximately .70M) and NAV mode (FMS) we received a stall warning and the stick shaker activated. I applied maximum thrust and [reduced] pitch to level off; noticing that our speed was at a normal climb speed and that we shouldn't be getting a stick shaker.To be prudent; we asked for a lower altitude and smoothly transitioned into a gradual descent. In descent; my speed tape showed that I was nearing MMO and the lower end of the speed tape showed me close to stall speed. At this point I felt that I was getting false stall warning information. We leveled at FL290 and I kept the speed at a normal cruise speed (between the top red and the bottom red on the speed tape).While in straight and level flight at a good speed the stall shaker persisted. We found the applicable procedure in the QRH and pulled two circuit breakers; which disengaged the stick shaker. We reengaged the autopilot and assessed the situation and the causes for the false stick shaker. We later asked our Flight Attendant if she felt any bumps or anything out of the ordinary and she said that she had not.I think that this situation was not avoidable given the state of the aircraft and the mechanical issues it was having. I believe this information is worth passing along however; because it was pilot instinct and protocol to apply max thrust and pitch to avoid a stall. When the speed tape was showing a possible stall and possible over speed situation; it was important to think critically and avoid the over speed more so than the stall speed because the stall speed was false.

Data retrieved from NASA's ASRS site as of April 2012 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.