MD-11
Flight Crew Air Transport Pilot (ATP)
Flight Crew Last 90 Days 72; Flight Crew Total 8708; Flight Crew Type 2100
Situational Awareness
Deviation - Speed All Types; Inflight Event / Encounter Weather / Turbulence
Flight Crew Became Reoriented
Aircraft; Human Factors
Conditions: Night; IMC (200/3V260-360G24; 2 SCT 3 BKN 120 OVC) Heavy 611.0 Takeoff: Max Thrust/Flaps 15 (weight and gusts) V1 145/Vr 176/V2 183/Vfr 193/Vsr 251/Vcl 283 Clearance: RWY 15R ENKAS1K 10;000 FT takeoff and initial climb normal approaching SI704 aircraft was reaching the Vsr of 251. SI704 requires a nearly 90 degree turn so with consideration of the weight and light turbulence I opted to delay slat retraction and flew the turn at between 255-260 KTS. Rolling out of the turn on track to JUNHA; I called for SLATS RETRACT at approximately 260 KTS with a positive airspeed trend vector displayed and the bank was rolling from 10 degrees to wings level. At approximately 5 degrees of bank we received a momentary stick shaker of 2-3 seconds duration. We were boxed up against the PLI. I lowered the nose 2-3 degrees added some thrust and the stick shaker ceased. I continued acceleration to Vcl of 283. There was no Auto Slat Extension or 'Red' on the Airspeed Tape. Leveling off at 10;000 at Vcl 283 we received a secondary momentary stick shaker in light to moderate turbulence. I dialed the speed up to 300 KTS and there were no further stick shaker warnings. In summary the aircraft was heavy; there was some turbulence and the SID required maneuvering. The stall activation I believe was a function of these variables and the thin margins available with this weight. At no time was there concern about aircraft control or energy state.
MD-11 Captain reported momentary stick shaker while retracting slats during initial climb after a heavy weight takeoff.