Narrative:

After takeoff at 3000 ft MSL, flaps 1 degree, 230 KIAS, 15 degree angle of bank, right turn, the stick shaker activated. Captain rolled wings level and shaker ceased but minor pitch oscillations began with no response to control inputs. We went to emergency power with captain announcing a stalled condition. We were unable to reduce deck angle until flaps were increased to 5 degrees and only after both pilots were pushing full forward on the yoke. Pitch oscillations ceased at 310 KIAS at 1200 ft MSL. We dumped fuel and returned for an emergency landing at schipol airport. Callback conversation with reporter revealed the following information: the first officer reporter said that there was not a cargo loading problem, so far as he knew. The air carrier off loaded the cargo and reweighed the whole lot. He thought later that it was an airspeed indicator problem. The initial reading from the aircraft's flight data recorder showed an airspeed of 219 KTS and a bank angle of 17 degrees. The pilots reported an airspeed of 230 KTS with 15 degrees of bank. The first officer had called for the emergency power and pushed the throttles up. He also suggested the 5 degree flap set which worked, along with the full forward pressure exerted on the yoke. The crew used flaps 20 degrees, 180 KTS on the approach, 25 degree flaps on the flare, and at touchdown, 30 degrees. The aircraft had dumped 40000 pounds of fuel so the weight was near 760000 pounds. They had 10 tires go flat and 15 brakes lock up from having to stop prior to clearing the runway. The dutch auths wouldn't allow them to taxi off the runway so the brakes locked up. The crew gave an initial statement to the dutch NTSB, where the principal investigator looked at 9 parameters out of the 32 and came up with an incorrect assumption on the flap retraction schedule as flown by the crew. The crew was accused of going to flaps 1 degree from the flap 20 degree position, thus creating the stall condition. The crew is awaiting the formal united states NTSB hearing later this week to determine their flight status. The first officer said they did not pull the cockpit voice recorder circuit breaker, the captain thought it was not appropriate. The first officer wishes they had.

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Original NASA ASRS Text

Title: A B747 FREIGHTER EXPERIENCES A STICK SHAKER DURING DEP PROC AT AMS, FO. THE ACFT WAS AT 3000 FT AT 230 KTS WITH 1 DEG OF FLAPS. THE ACFT WAS DSNDED TO 1200 FT WITH 5 DEGS OF FLAP AT 310 KTS TO REGAIN CTL FROM PITCH OSCILLATIONS THAT WERE EXPERIENCED AFTER THE STICK SHAKER.

Narrative: AFTER TKOF AT 3000 FT MSL, FLAPS 1 DEG, 230 KIAS, 15 DEG ANGLE OF BANK, R TURN, THE STICK SHAKER ACTIVATED. CAPT ROLLED WINGS LEVEL AND SHAKER CEASED BUT MINOR PITCH OSCILLATIONS BEGAN WITH NO RESPONSE TO CTL INPUTS. WE WENT TO EMER PWR WITH CAPT ANNOUNCING A STALLED CONDITION. WE WERE UNABLE TO REDUCE DECK ANGLE UNTIL FLAPS WERE INCREASED TO 5 DEGS AND ONLY AFTER BOTH PLTS WERE PUSHING FULL FORWARD ON THE YOKE. PITCH OSCILLATIONS CEASED AT 310 KIAS AT 1200 FT MSL. WE DUMPED FUEL AND RETURNED FOR AN EMER LNDG AT SCHIPOL ARPT. CALLBACK CONVERSATION WITH RPTR REVEALED THE FOLLOWING INFO: THE FO RPTR SAID THAT THERE WAS NOT A CARGO LOADING PROB, SO FAR AS HE KNEW. THE ACR OFF LOADED THE CARGO AND REWEIGHED THE WHOLE LOT. HE THOUGHT LATER THAT IT WAS AN AIRSPD INDICATOR PROB. THE INITIAL READING FROM THE ACFT'S FLT DATA RECORDER SHOWED AN AIRSPD OF 219 KTS AND A BANK ANGLE OF 17 DEGS. THE PLTS RPTED AN AIRSPD OF 230 KTS WITH 15 DEGS OF BANK. THE FO HAD CALLED FOR THE EMER PWR AND PUSHED THE THROTTLES UP. HE ALSO SUGGESTED THE 5 DEG FLAP SET WHICH WORKED, ALONG WITH THE FULL FORWARD PRESSURE EXERTED ON THE YOKE. THE CREW USED FLAPS 20 DEGS, 180 KTS ON THE APCH, 25 DEG FLAPS ON THE FLARE, AND AT TOUCHDOWN, 30 DEGS. THE ACFT HAD DUMPED 40000 LBS OF FUEL SO THE WT WAS NEAR 760000 LBS. THEY HAD 10 TIRES GO FLAT AND 15 BRAKES LOCK UP FROM HAVING TO STOP PRIOR TO CLRING THE RWY. THE DUTCH AUTHS WOULDN'T ALLOW THEM TO TAXI OFF THE RWY SO THE BRAKES LOCKED UP. THE CREW GAVE AN INITIAL STATEMENT TO THE DUTCH NTSB, WHERE THE PRINCIPAL INVESTIGATOR LOOKED AT 9 PARAMETERS OUT OF THE 32 AND CAME UP WITH AN INCORRECT ASSUMPTION ON THE FLAP RETRACTION SCHEDULE AS FLOWN BY THE CREW. THE CREW WAS ACCUSED OF GOING TO FLAPS 1 DEG FROM THE FLAP 20 DEG POS, THUS CREATING THE STALL CONDITION. THE CREW IS AWAITING THE FORMAL UNITED STATES NTSB HEARING LATER THIS WK TO DETERMINE THEIR FLT STATUS. THE FO SAID THEY DID NOT PULL THE COCKPIT VOICE RECORDER CIRCUIT BREAKER, THE CAPT THOUGHT IT WAS NOT APPROPRIATE. THE FO WISHES THEY HAD.

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.