AT 13000 FT DURING A DEP FROM BOGOTA; A B727 CREW DEALING WITH SEVERAL DISTRS SUCCESSFULLY RECOVER FROM A STICK SHAKER THAT ACTIVATED AS FLAPS WERE REDUCED TO ZERO.

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ON DEP WE HAD A PRESSURIZATION PROB AND A MISTUNED ADF WHICH DISTR THE CREW. WHEN THE ADF WAS TUNED CORRECTLY; A TURN WAS MADE TO RETURN TO OUR PROPER COURSE. IN THE TURN; THE ACFT PENETRATED A CLOUD BANK. THE PNF AND SO WERE HEADS DOWN. THE ACFT WAS IN FLAPS UP CONFIGN. IN THE TURN; THE STICK SHAKER ACTIVATED AND THE APPROPRIATE RECOVERY WAS FLOWN. SOME ALT COULD HAVE BEEN LOST DURING MANEUVER. SUPPLEMENTAL INFO FROM ACN 651682: MAX PERFORMANCE TKOF AT MAX GROSS WT; FLAPS 5 DEGS; PACKS OFF. BOSA 4 DEP AT BOGOTA; COLUMBIA. DUE TO PWR LOSS; THE GPS UNIT REQUIRED TO BE REPROGRAMMED. THE FIRST TURN POINT ON THE DEP WAS NOT MANUALLY INPUT INTO THE SYSTEM. AFTER PASSING THE FIRST ADF ON THE DEP; THE THIRD ADF WAS NOT CORRECTLY TUNED; AND FINALLY; THE PACKS WERE NOT TURNED BACK ON AFTER TKOF; WHICH RESULTED IN THE CABIN ALT WARNING HORN SOUNDING. THE CREW WAS DISTR; I WAS FIGHTING TO MAINTAIN SITUATIONAL AWARENESS; BECAUSE OF THE PROGRAMMING ERROR IN THE GPS; I MISTUNED ADF. THE FO WAS RETUNING AND IDENTING THE CORRECT ADF; AND THE SO WAS REGAINING CONTROL OF THE CABIN ALT. I CALLED FOR FLAPS UP AND THE AFTER TKOF CHKLIST. THE MIN MANEUVERING SPD FROM FLAP 2 DEGS TO FLAP 0 DEGS WAS 10 KTS AND THE ACFT APPEARED TO BE ACCELERATING TOWARD FLAP 0 DEGS MIN MANEUVERING SPD BY THE TIME THE FLAPS WERE UP. SIMULTANEOUSLY WITH THE FLAPS UP CALL; I BEGIN A 15 DEG BANK TURN TO RE ESTABLISH BACK ON COURSE. AT THE SAME TIME; WE ENTERED A DRY BUT CONVECTIVE CLOUD WITH TURB. I NOTICED THAT THE BANK WAS GREATER THAN 15 DEGS AND THE AIRSPEED WAS DECLINING AND THE STICK SHAKER SOUNDED. WENT TO FIREWALL POWER AND FLEW OUT OF THE STICK SHAKER. NO ENG RED LINES WERE EXCEEDED. DECIDED TO CONTINUE TO DEST; SINCE BOGOTA HAD TSTM IN THE VICINITY AND WE ONLY HAD 17 MINS OF EXTRA FUEL. CONTRIBUTING FACTORS: END OF DUTY DAY (13 HRS) FATIGUE. MULTIPLE MISTAKES THAT DISTR CREW. TURB THAT CAUSED A LOSS OF PROTECTION AT 0 DEGS MIN MANEUVERING SPD AND 15 DEGS OF BANK. FLYING AT MIN MANEUVERING SPDS AT HIGH ALT LEAVES NO ROOM FOR ERROR. ALLOWING THE NOSE TO TRACK UP DURING RECOVERY RESULTED IN A STICK SHAKER.