LGT HAS STICK SHAKER ACTIVATE BRIEFLY WHILE ACCELERATING ACFT TO SPD WHICH ALLOWED FLAP RETRACTION.

Narrative

WE WERE DEPARTING DCA WITH A FULL ACFT; PAX AND FUEL; AT MAX WT FOR RWY 36 DCA. THERE WERE 2 COCKPIT RIDERS; 1 WAS THE FAA ON A LINE CHK. ON FOLLOWING THE PROC (NOISE ABATEMENT) 10-4; WITH THE COPLT FLYING; WE REACHED THE 3.0 DME POINT PRIOR TO THE 800 FT POINT. THIS MEANS HE HAD TO REDUCE PWR TO 1.6 BEFORE GETTING THE FLAPS UP TO 15 DEGS FROM 25 DEGS. FROM THIS POINT THE COPLT HAD DIFFICULTY IN GETTING THE ACFT TO CLB TO 800 FT AND ACCELERATE TO MIN MANEUVERING SPD TO ALLOW HIM TO RETRACT THE FLAPS TO 15 DEGS. ONCE HE HAD THE SPD AND THE FLAPS TO 15 DEGS; I STOPPED WATCHING UP FRONT AND PAID ATTN TO MY PANEL FOR A FEW SECONDS AS THE AIRSPD STARTED TO INCREASE. MY PRESSURIZATION SYS WAS DEFERRED INOP IN THE AUTO MODE. THIS REQUIRED SOME MONITORING. AS I LISTENED FOR THE NORMAL FLAP RETRACTION CALLOUTS IN THE CLEANUP PROCESS; THE STICK SHAKER RATTLED TWICE. IT WAS SO SHORT; IT WAS OVER BY THE TIME MY HEAD TURNED. WE WERE AT 180 KTS; 10 DEGS NOSE UP; BUT I DID NOT LOOK AT THE FLAP POS. DISCUSSING IT LATER WITH THE CREW THE IMPRESSION WAS WE WERE BTWN FLAPS 5 DEGS TO 2 DEGS. THE FLT PROCEEDED WITHOUT INCIDENT. THERE WAS SOME LIGHT TURB IN THE AREA. I MAY HAVE BEEN MORE ABLE TO OBSERVE THE 2 PLTS HAD I NOT HAD THE EXTRA WORKLOAD ON MY PANEL. IT APPEARS THAT WHEN THINGS START TO ADD UP THE POTENTIAL FOR AN INCIDENT INCREASES.