Narrative:

We departed kadena ab, japan, for lax. The international relief captain was the left seat, PF. The other captain was sitting in the jump seat behind the captain's seat. There was a so and I was the first officer. We departed from runway 23L following the kadena ab 'microphone 3' departure. Flaps 10 and J power were selected for takeoff based on the gross weight, and WX conditions existing at takeoff time. While turning left on the departure, to intercept the chinen (tic), R310 inbound, ATC cleared as to our flight planned altitude. Climb power had been called for as flaps were retracting to flaps '1.' with airspeed increasing on schedule between vf and vzf the flying captain called for flaps up. At that point my attention was outside the cockpit cleaning airspace during the turn and navigation compliance of the SID. The stick shaker activated while in the turn. My eyes came back into the cockpit where I noticed an airspeed of vzf minus 20 and a bank angle of approximately 30 degrees left turn, flaps 0. The captain had 1 hand on the yoke and 1 hand on the throttle. He decreased the bank angle and pitch attitude and the stick shaker warning stopped. The turn to intercept the radial continued. The stick shaker was accompanied with a buffet simultaneously occurring. The duration of the event lasted approximately 3 seconds. All procedures in the cockpit were SOP's. The aircraft did not stall and no altitude loss was noticed. Contributing factors were the captain's bank angle and airspeed. During the turn and increase in bank angle, the airspeed stopped increasing as the flaps came up. At no time was a steep bank angle noticed by me. There also is a question of accurate gross weight reporting and loading by ground personnel. This was a military charter flight and not a regular station.

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Original NASA ASRS Text

Title: WDB RECEIVED A STICK SHAKER IN A CLBING TURN WITH THE FLAPS RETRACTING.

Narrative: WE DEPARTED KADENA AB, JAPAN, FOR LAX. THE INTL RELIEF CAPT WAS THE L SEAT, PF. THE OTHER CAPT WAS SITTING IN THE JUMP SEAT BEHIND THE CAPT'S SEAT. THERE WAS A SO AND I WAS THE FO. WE DEPARTED FROM RWY 23L FOLLOWING THE KADENA AB 'MIKE 3' DEP. FLAPS 10 AND J PWR WERE SELECTED FOR TKOF BASED ON THE GROSS WT, AND WX CONDITIONS EXISTING AT TKOF TIME. WHILE TURNING L ON THE DEP, TO INTERCEPT THE CHINEN (TIC), R310 INBOUND, ATC CLRED AS TO OUR FLT PLANNED ALT. CLB PWR HAD BEEN CALLED FOR AS FLAPS WERE RETRACTING TO FLAPS '1.' WITH AIRSPD INCREASING ON SCHEDULE BTWN VF AND VZF THE FLYING CAPT CALLED FOR FLAPS UP. AT THAT POINT MY ATTN WAS OUTSIDE THE COCKPIT CLEANING AIRSPACE DURING THE TURN AND NAV COMPLIANCE OF THE SID. THE STICK SHAKER ACTIVATED WHILE IN THE TURN. MY EYES CAME BACK INTO THE COCKPIT WHERE I NOTICED AN AIRSPD OF VZF MINUS 20 AND A BANK ANGLE OF APPROX 30 DEGS L TURN, FLAPS 0. THE CAPT HAD 1 HAND ON THE YOKE AND 1 HAND ON THE THROTTLE. HE DECREASED THE BANK ANGLE AND PITCH ATTITUDE AND THE STICK SHAKER WARNING STOPPED. THE TURN TO INTERCEPT THE RADIAL CONTINUED. THE STICK SHAKER WAS ACCOMPANIED WITH A BUFFET SIMULTANEOUSLY OCCURRING. THE DURATION OF THE EVENT LASTED APPROX 3 SECONDS. ALL PROCS IN THE COCKPIT WERE SOP'S. THE ACFT DID NOT STALL AND NO ALT LOSS WAS NOTICED. CONTRIBUTING FACTORS WERE THE CAPT'S BANK ANGLE AND AIRSPD. DURING THE TURN AND INCREASE IN BANK ANGLE, THE AIRSPD STOPPED INCREASING AS THE FLAPS CAME UP. AT NO TIME WAS A STEEP BANK ANGLE NOTICED BY ME. THERE ALSO IS A QUESTION OF ACCURATE GROSS WT RPTING AND LOADING BY GND PERSONNEL. THIS WAS A MIL CHARTER FLT AND NOT A REGULAR STATION.

Data retrieved from NASA's ASRS site as of July 2007 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.