Stall warner 7 secs before impact
"The AAIU says that 7s before impact a warning horn sounded, "which is believed to be the stall warning". The AAIU refers to a subsequent loss of control that led to a wingtip hitting the ground, after which the Fairchild SA227 Metro III came to rest inverted.
The Spanish-registered Metro (EC-ITP) had no autopilot or flight director, and the co-pilot was the pilot flying. The fatal approach was the third attempted with an instrument landing system, and the second for Runway 17. This runway has a Category II ILS, with a decision height of 100ft (30m), but the aircraft's decision height was 200ft.
When passing 200ft, the captain told the co-pilot to continue, and then called "go-around" just below 100ft.
Some 3s after the warning horn started, and just after the go-around call, says the AAIU, "recorded data shows that the aircraft rolled significantly to the left as the aircraft tracked towards the runway centreline. This was immediately followed by a rapid roll to the right which brought the right wingtip into contact with the runway surface."
It appears, some aspects similar to Turkish 737 at AMS although this was different in terms of visibility and pressure (3rd approach attempt).
Incipient stall recognition ( especially in approach config) and full stall recovery technique is still lacking in FAA and JAR training. Emphasis on miniumum height loss ( a windshear solution?) and teaching pilots to just add power will not cause a stalled wing to fly again. AoA (pitch attitude) is the main control in this regime and when near the ground it does not feel natural to push forward on the control column (see also Colgan Q400).