beinville
you say I should google it?
jesus is that where you get your knowledge from?
Fact from personal experience .
All of my stall warnings in airliners have occurred in approach configuration low down in turbulence except for one in a high level holding pattern which was a mach stall.
Besides the obvious factors the margin over the stall is at it's minimum.
Once in initial climb at MTOW we hit minus 20+knots windshear with T/O thrust - procedure was full thrust and +5 pitch or thereabouts.
Speed was below V2.
Skipper followed procedure but speed decreased - he ignored my calls so I got on the stick and gently pushed it to drop the nose a couple of degrees and we started accelerating.(lower drag).
You have to realize that today everyone is taught to follow SOP but they do not always work.