Narrative:

Aircraft eecs and autothrottles were inoperative and deferred.during arrival into the cvg area on the SARGO3 arrival; we were given holding instructions at the jkuka intersection due to thunderstorms in the vicinity of the airport. We were in the hold at 14;000 ft and clean maneuvering speed in the clean configuration. The autopilot was engaged in LNAV and altitude hold and I was maintaining the speed manually. At a point during an inbound leg; ATC told us that cvg was accepting arrivals on the CEGRM3 arrival and asked us if we'd like to proceed via tth-cegrm and then the cegrm arrival; or whether we'd like to continue holding; hoping that the sargo arrival would open up. We briefly discussed the options while looking into the location of tth and the cegrm arrival in relation to the thunderstorms and our current position. We decided to accept the suggested clearance about the time the aircraft began its right turn for the outbound leg of the holding pattern. ATC then cleared us to deviate as necessary and then cleared direct tth. We entered direct tth into the FMC but did not activate it immediately. It was located at about our 5 o'clock position; so I decided to continue the right turn past the outbound holding pattern leg using heading select until I had a better idea of where the thunderstorms were in relation to our newly selected course. It was during this turn that the stick shaker activated for 2 or 3 seconds. I saw an airspeed of approximately 165 KIAS and immediately advanced the throttles to initiate the recovery. The engines were already spooled up and responded immediately and the airspeed increased rapidly.the engine power had been stabilized to hold clean maneuvering speed while in the hold; but in hindsight; I realized that by continuing the right turn using heading select; the bank had steepened some and thereby caused the airspeed to decay. We had become distracted by all that was going on and didn't notice the airspeed decreasing. I should have left the autopilot on LNAV; since the power was already stabilized to hold the speed at the shallower bank commanded by LNAV; and adjusted my course as necessary once I was able to see the radar display after the turn was completed. I also should not have allowed myself to become so distracted that the airspeed dropped out of my scan.the remainder of the flight was normal without further incident.

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Original NASA ASRS Text

Title: B767-200 flight crew reported the autothrottles were deferred INOP and that they got a stall warning in a turn when the speed dropped.

Narrative: Aircraft EECs and Autothrottles were inoperative and deferred.During arrival into the CVG area on the SARGO3 arrival; we were given holding instructions at the JKUKA intersection due to thunderstorms in the vicinity of the airport. We were in the hold at 14;000 FT and clean maneuvering speed in the clean configuration. The autopilot was engaged in LNAV and ALT HOLD and I was maintaining the speed manually. At a point during an inbound leg; ATC told us that CVG was accepting arrivals on the CEGRM3 arrival and asked us if we'd like to proceed via TTH-CEGRM and then the CEGRM arrival; or whether we'd like to continue holding; hoping that the SARGO arrival would open up. We briefly discussed the options while looking into the location of TTH and the CEGRM arrival in relation to the thunderstorms and our current position. We decided to accept the suggested clearance about the time the aircraft began its right turn for the outbound leg of the holding pattern. ATC then cleared us to deviate as necessary and then cleared direct TTH. We entered direct TTH into the FMC but did not activate it immediately. It was located at about our 5 o'clock position; so I decided to continue the right turn past the outbound holding pattern leg using heading select until I had a better idea of where the thunderstorms were in relation to our newly selected course. It was during this turn that the stick shaker activated for 2 or 3 seconds. I saw an airspeed of approximately 165 KIAS and immediately advanced the throttles to initiate the recovery. The engines were already spooled up and responded immediately and the airspeed increased rapidly.The engine power had been stabilized to hold clean maneuvering speed while in the hold; but in hindsight; I realized that by continuing the right turn using heading select; the bank had steepened some and thereby caused the airspeed to decay. We had become distracted by all that was going on and didn't notice the airspeed decreasing. I should have left the autopilot on LNAV; since the power was already stabilized to hold the speed at the shallower bank commanded by LNAV; and adjusted my course as necessary once I was able to see the radar display after the turn was completed. I also should not have allowed myself to become so distracted that the airspeed dropped out of my scan.The remainder of the flight was normal without further incident.

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.