A WDB CREW HAD A STALL WARNING ON TKOF. THEY COMPOUNDED THE PROBLEM UNTIL THEY HAD TO DUMP FUEL; THEN RETURN AND LAND.

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STALL WARNING (I.E.; STICK SHAKER) ACTIVATED DURING OUR FLAP/SLAT RETRACTION AFTER TKOF (FROM FLAPS '1' TO FLAPS 'UP'). CORRECTIVE ACTION WAS TAKEN ACCORDING TO COCKPIT OPERATING MANUAL (C.O.M.) PROCS. INITIALLY; WE OVERLOOKED AN IMPORTANT NOTE IN OUR PROCS MANUAL THAT WOULD HAVE SAVED TIME IN CLRING UP THIS ULTIMATELY-TO-BE-PROVEN ERRONEOUS WARNING. HAD WE 3 PLTS MORE SLOWLY DISCUSSED THE COCKPIT INDICATIONS; WE WOULD HAVE BEEN DIRECTED TO THE APPROPRIATE PROC AND THE INCIDENT WOULD HAVE BEEN CLEANED UP IN A MORE TIMELY MANNER. THERE WAS NO COMPROMISE IN SAFETY BUT 'HASTE MADE WASTE' -- IN TERMS OF TIME. A NORMAL APCH AND LNDG WAS MADE. MAINT PERSONNEL REPLACED A FAULTY STALL WARNING TRANSDUCER. THE FLT THEN CONTINUED WITHOUT FURTHER INCIDENT. MORAL: 'FLY THE AIRPLANE; DO NOT HURRY; PROPERLY IDENTIFY THE PROBLEM; READ EVERY WORD OF THE CORRECTIVE PROC; FOLLOW IT TO THE LETTER TO ITS COMPLETION. SUPPLEMENTAL INFO FROM ACN 215294: DURING THE CLEAN-UP PORTION OF THE CLB (GOING FROM FLAPS '1' TO FLAPS 'UP;' AIRSPD APPROX 230 KTS) THE STICK SHAKER FOR THE STALL WARNING SYS ACTIVATED AND THE OUTBOARD SLATS AUTO EXTENDED. WE DUMPED APPROX 13000 POUNDS OF FUEL TO OBTAIN LNDG WT. INITIALLY; THE CREW OVERLOOKED AN IMPORTANT NOTE IN OUR PROCS MANUAL THAT WOULD HAVE SAVED TIME IN CLRING UP THE PROBLEM. SUPPLEMENTAL INFO FROM ACN 214950: THE 'SLATS NOT IN AGREEMENT' PORTION OF THE CHKLIST WAS PERFORMED AND WHEN THE SLAT RESET LIGHT WOULD NOT EXTINGUISH; THE PROC WAS RESTARTED AGAIN FROM THE BEGINNING. WE THEN DETERMINED THAT THE STALL WARNING SYS HAD FAILED; CAUSING THE AUTOSLATS TO EXTEND. THE STALL WARNING COMPUTER WAS REPLACED AND THE FLT CONTINUED. AT THE END OF THE DAY; WE THOROUGHLY REVIEWED OUR PERFORMANCE AND THE CREW COORD; CHKLIST MGMNT; AND SITUATIONAL AWARENESS INVOLVED IN HANDLING AN UNUSUAL SITUATION OR PROBLEM.