B737-700
Flight Crew Air Transport Pilot (ATP)
Flight Crew Last 90 Days 147; Flight Crew Type 4000
Situational Awareness
Aircraft Equipment Problem Less Severe
Flight Crew Became Reoriented; Flight Crew Took Evasive Action; General Maintenance Action
Procedure; Aircraft
The aircraft had the LE flap/Slat position light system (FWD panel lights) MELd. We departed with flaps set to five. At approximately 200 feet AGL the stick shaker activated and I noticed the amber caution band had increased to our airspeed of approximately 155 knots. I crosschecked my instruments with the Captain's. There were no abnormal flap or slat indications on the AFT panel. At 1;000 feet AGL; flaps 1 were selected and the band decreased.  During arrival this happened again as we selected flaps 5; and went away when other flap settings were selected. The Captain noted this in the logbook.
We were dispatched with an MEL for the LE FLAPS TRANSIT amber light. The write-up happened a few days ago and was described as a LE FLAPS TRANSIT light at the flaps 5 position during approach. The MEL was applied and flown that way on multiple legs. After pushback; we selected flaps 5 for departure. Our indications were correct on the LE Device annunciator panel overhead and no light under the flap gauge. That made sense to us as the amber lights had been removed from the TRANSIT light per the MEL. All events were normal until takeoff. At approximately 200 feet AGL; we received the stick shaker and our airspeed indicator showed us slightly below the stall margin. The First Officer (F/O) correctly flew out of the 'Stall' indication and we retracted the flaps and continued the climb out. The rest of the flight was normal. When we configured for landing; we received the 'green light' for the LE devices at flaps 1; 2; 15 and 30 - but not flaps 5. I also noticed the yellow (low speed limit) band on the airspeed indicator showed an abnormally high speed at the flaps 5 position. The approach and landing were uneventful.The stick shaker; false stall indication event was an eye opener. We were always in a safe flying condition; but the erroneous stick shaker seems to illustrate a problem that can occur with the LE devices that this MEL should not cover. I have a working knowledge of the flap system but I am not an expert. When Maintenance determines the cause of this malfunction; I believe it should be incorporated into the MEL. The MEL might be too broad and might have to be narrowed down to exclude this problem.
B737-700 flight crew reports being dispatched with an MEL for the LE flaps transit light. A flaps 5 takeoff is performed and at 200 feet AGL the stick shaker is activated and the PFD shows present airspeed slightly into the low speed band. The First Officer flies out of stick shaker; and when the flaps are moved to the 1 position; the low speed band decreases. The anomaly repeats during approach at the flaps 5 position.