Date: 201411
Local time of day: 1201-1800
Location: EGLL.Airport, FO
Aircraft: B777 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
ATC / advisory: TRACON EGTT
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness
Second reporter function: Relief Pilot; Pilot Not Flying; First Officer
Anomaly: Deviation - Altitude Crossing Restriction Not Met; Deviation - Speed All Types; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Became Reoriented
Contributing factors: Aircraft; Procedure; Human Factors
Primary problem: Human Factors

Narrative: We were flying the WOBUN3F RNAV departure from EGLL which initially had a crossing restriction at 2 intermediate points of 6K. I was the pilot flying and I was hand flying the aircraft since I do not get the chance to do much hand flying on reserve. We were given a climb to 14k and the CA changed the altitude.  We both verified that the altitude was correct and the CA pushed the ALT knob to arm the altitude and cancel the 6K altitude over WOBUN. crossing WOBUN I got a fly down prompt on the FD and the auto throttles retarded to idle. We were at a high MGTOW and Heathrow departure had denied us a high speed climb so there was only about an 18knot margin and when the thrust was removed we got a momentary stick shaker which I remedied by pushing the throttles back up and pressing the altitude select one more time. Normally I have my hand on the throttles until above 10k but I had momentarily removed it to stretch my fingers and wouldn't you know that was the time the throttles decided to walk back to idle. In checking the FMC we had pushed the altitude select the correct number of times to delete the crossing restriction but for some reason the 6k restriction over WOBUN was not removed. I will keep my hand on the throttles below 10k when hand flying and leave a better airspeed margin when flying the 777 on climb. This may produce increased workload if a high speed climb is not authorized as we will be in flaps 1 for awhile


Second narrative: First Officer (FO) was flying the Wobun 3F off Rwy 27 right. Both FO and Captain new to 777. We were cleared to I think FL140 or so; and the 6000 foot restriction at BUR (BURNHAM) on the Sid stays in unless the alt knob is pushed - very common forget on the departure for all pilots - was not pushed; so at 6000 ft the FO began to level and the A/T's came back very quickly and we immediately got the stick shaker for less than one second - FO lowered nose and increased power and off we went - we were never close to stalling aircraft.Would not have happened if the alt knob had been pushed; never the less; that 777 is right on the edge on takeoff with flaps up - I think procedure should be we accept flying a little fast and inform ATC cause I think it's a bad idea leaving flaps/slats out on climb out.


Synopsis: B777 International First Officer and Relief Pilot report getting a stick shaker on climbout from EGLL when the autothrottle pulled the thrust levers back following a minor crew error in FMS setup.