It is worth looking at why the Strat usually landed nosewheel first.The closest anyone came to answering this question correctly was the reference to the inboard wing spoilers mandated by the (US)CAA (one of the reasons the aircraft's entry into service was delayed for a year).They were mandated for the civilian operators right to the end of their service lives, including on the modified Super-Strats that PAA flew. They deployed whenever flaps were lowered 10 degrees or more, and the purpose was to deflect the airflow over the inboard portion of the wing where it met the fuselage where, unlike other aircraft types, Boeing had not added a fairing. Without the fairing any sudden changes in wing angle would disrupt airflow over the inboard wing causing a stall. Early pilots (including the CAA) quickly learned that if they attempted to flare the aircraft as they would in a Douglas or a Connie the 377 would drop like a rock onto the runway. Not exactly the thing to do with tired First Class passengers after a 9-hour flight. No amount of heaving back on the pole would induce the mainwheels to make contact first. Various explanations were offered for this peculiarity... Others pinned the blame on the pernicious lift-spoilers.
Why build a splendid wing and then fit lift spoilers? The story was that the Civil Aeronautics Administration (CAA: the FAA-to-be) would not give the type its Certificate of Airworthiness because a wing was apt to drop when the aircraft stalled. The CAA wanted the nose to drop first, and the only swift remedy was to destroy an area of lift near the fuselage.
Now imagine the situation where you have allowed a high rate of descent to develop close to the ground and the pilot gives a good heave on the stick to arrest the rate of descent. Was it a stall at low altitude that caused the crash?