The only occasions I recall getting the stick shaker during normal flight was if the AoA probes hadn't been correctly set up. However, the lift rate modifier and pahse advance were more sensitive during slatless approaches and would often cause a brief rattle during the approach at around V
AT+10.
We had one K2 which had never had the wires from the lift rate modifier connected - some idle git at the factory had just stuffed the wires behind the unit and it wasn't discovered until 'Scrapheap Challenge' at St Athan did a major service....
I had the stick pusher on a flapless approach once - and yes, it can be overpowered by the pilot! The aircraft had been sitting around at Incirlik for weeks and was just back at Brize - this was probably the first flapless approach it had flown for months. We later figured that the AoA probes were sticking due to all the dust and lack of washing at Incirlik, so had perhaps jumped and detected a spurious high rate of AoA change.... After which the aircraft were given a good clean when they returned from Incirlik.
A heavy K2 with a hight TPI value for take-off could be a real handful on departure. As soon as the flap/slat lever was selected in, the aileron upset would begin to run - whereas on all other VC10s that didn't happen until the flaps were at less than 14½°. This caused the centre of pressure to move inboard along the swept wing, pitching the aircraft nose-up. At the same time the TPI had to be reduced to the cruise value and flap limiting speeds observed - even worse if you then had to observe the '250 below 10' nanny limit. So it was a co-ordinated crew exercise to get the aircraft safely and smoothly cleaned up without busting any limits, then eased into a normal climb at which point the autopilot could be engaged in IAS hold....and breathe!
Dribble, mumble...tell that to today's magenta line kids with their AP in at 400 ft...mumble, dribble.....
