B747 CREW EXPERIENCES STALL WARNING DURING DEP FROM FOREIGN ARPT.

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CREW COPIED IFR CLRNC GIVEN APPROX BY CLRNC DELIVERY AT PUSHBACK TIME. DEP CLRNC WAS A DETAILED; COMPLICATED ONE; INVOLVING 4 TIGHT TURNS FROM 4 DIFFERENT NAVAIDS. CREW SET UP FMS FOR DEP; BUT WAS DONE HURRIEDLY TO EXPEDITE PUSHBACK. RPTR IS PF; DECIDED TO HAND FLY DEP WITH FMS FLT DIRECTOR ASSISTANCE. AFTER FIRST DEP TURN; INSTRUCTED PNF TO SPD INTERVENE IN ORDER TO MAINTAIN REQUIRED COURSE AS ACCURATELY AS POSSIBLE. WHILE MAKING THE THIRD REQUIRED TURN; FLT DIRECTOR CALLED FOR SLIGHT DSCNT WHILE PLTS WERE MONITORING AND DISCUSSING LATERAL GUIDANCE. PNF NOTICED 500 FPM RATE OF DSCNT APPROX 1500 FT BELOW CLRED ALT AND CALLED OUT THE DSCNT. PF RAISED THE NOSE; ENCOUNTERED STICK SHAKER FOR APPROX 1 SECOND PRIOR TO PNF PUSHING THROTTLES UP WHICH CAUSED ACFT TO IMMEDIATELY CLB BACK TO DESIRED ALT. POSSIBLE CAUSES INCLUDE: 1) CLRNC GIVEN LATE IN SEQUENCE AND DURING HIGH WORKLOAD TIME. 2) LACK OF ATTN TO VSI DUE TO COMPLICATED CLRNC AND NEED TO XCHK NAVAIDS. CALLBACK CONVERSATION WITH RPTR ACN 479326 REVEALED THE FOLLOWING INFO: THE DEP IS COMPLICATED AND DRAWN BY NON FLYING PEOPLE MAKING IT DIFFICULT TO FLY. HIS COMPANY HAS CHANGED POLICY BACK AND FORTH OVER HOW TO MANAGE THE ACFT TO KEEP WITHIN THE TRACK REQUIREMENTS. THIS INVOLVES NONSTANDARD SPDS AND PROFILES. THEY HAVE SINCE GONE TO NORMAL SPD DEPS AND LET THE TRACK DEVS DURING TIGHT TURNS HAPPEN. THE PF WAS NEW TO THE ACFT AND JUST OFF THE AIRBUS TYPE WHICH IS A DIFFERENT AUTOFLT SYS TYPE. FATIGUE WAS AN ISSUE BECAUSE OF TIME ZONE CHANGES AND MULTI-DAY TRIPS. RPTR IS IN RESERVE AND FEELS IT IS AN EFFORT TO KEEP PROFICIENCY WITH VERY LITTLE ACTUAL FLT TIME. THE DEP WAS RUSHED AND THE FMC NOT COMPLETELY LOADED FOR THE RTE.