That was Jack Roush, in 2010. The NTSB put that down to distraction during a G/A at low level, he believed he was conflicting with a Piper Cub, overshot the c/line and added thrust more or less by muscle memory, not by the gauges, got stall, stick pusher but RW stalled at low level. This case, is not low speed for this aircraft.
WOW failure airborne would lead to fairly high AOA, and could give a tip stall if the path was being maintained, the AOA will rise rapidly, to maintain the reqd total lift for the path, and any roll tendency the ailerons will have reduced effectiveness due to the AOA, [Boeings... aileron effectiveness increases with speed brake rise... slightly different dynamics. Airbus/Boeing FBW, the gain scheduling is altered and the PI control loop stops most of that effect in normal laws. Airbus infamous OEB 117 comes to mind...]. It is possible that inadvertent ground spoiler may end up with a roll off, and a stick push going on, would be recoverable if aware of it, roll authority by rudder and asymmetric power still exists, but it could be challenging, and quite a surprise.
The following about the Premier from another forum ,"Airline Pilot Central", The Google found for me
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Can deploy in flight. 3 boards per side. System is locked except for takeoff, (for an abort), and unlocked prior to landing. System is separate from speedbrakes, and power will not cause a retract. On back of pedistal, it is a t handle that is illuminated white when armed. A unlock switch,an emergency manual lock release, and Warning placard about not deploying in flight are beside it. Alarm sounds if handle moves without deployment. Early Premiers had to have weight on wheels, but this was later changed after a rash of runway overruns after failed deployment. There was an SB issued to convert the older systems.