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

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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.