The essential difference is, the BA crew reacted immediately to a technical failure and the THY crew did not.
Reacted immediately? Moving the levers didn't stop the airspeed to drop. Letting the AP flying the ILS is an action which caused the speed to decay even more, far from best glide speed...
An aircraft doesn't fly because of the thrust levers' position or because the AP tries to keep it on an ILS, it flies because the AOA is appropriately controlled. In both cases AOA reached unacceptable levels while under AP (meaning no appropriate crew reactions in both cases). Is that satisfactory? Do you have any clue of how many degrees separates maximum AOA in both incidents?
In both cases stick shaker activated followed by high Vz. BA038 had enough height to reduce the high Vz befre impact while the Turkish aircraft was already too low and hit the ground nose up/high Vz (which created the momentum causing casualties in the front part)... That's the only difference I can think about.