Max speeds:
gear extension 200kts
flap 5 200kts
flap 10 181kts
flap 15 172kts
flap 35 158kts
out of interest 24,000kg landing mass gives:
clear of ice / suspected ice or icing conditions
Vref flap 0 143kts / 163kts
flap5 132kts / 152kts
flap 10 122kts / 142kts
flap 15 117ts / 137kts
flap 35 112kts / 127kts
flap 35 incrament is + 15kts
normal procedure is flap 5, then gear down, normaly flap 15 condition levers max, then if required flap 35. flap 35 is normal with short feild length and when using increased ref speeds. flap 15 for cat2 and longer runways.
certainly company sop to hold at 190 in icing conditions.
There is no aerodynamic stall detection device (as on c152) the system relies on inputs from various sources inc aoa etc and works it out. then activates stick shake - if that does not grab your attention then stick push - earlier posts give the parameters. The increse ref switch alters the criteria (again as outlined earlier) and raises the red band by about 20kts.
The saab340 did not have an increased ref switch one had to add 20 odd kts to the minimum manover speeds to compensate for ice and obviously increase the vrefs.
there was a sf 340 case in aus where the a/c descended through ice leveled and slowed for the aproach. The speed decayed and the a/c physicaly stalled long before the stick shake/push. if memory serves they recovered with not many feet of air underneath them.
IF the 134kts speed is correct as reported earlier they would probably be in the region for stick shake even with flap 10 (asuming inc ref switch on).