Narrative:

Upon approach into ZZZ on the ILS; we were cleared for the approach and cleared to land. We were assigned to maintain a speed of 180 KTS until xxxxx and an altitude of 4000 ft. Descent and approach check were complete with a positive identification on the localizer frequency. We broke out of the clouds at 4000 ft and approximately 1 mi from xxxxx. The first officer was flying with the autoplt on and the localizer alive and captured. We were showing that we were high on the GS; 2 dots high. We configured the aircraft with gear down and condition levers maximum. Aircraft speed was slowing to 160 KTS when the aircraft made a nose down pitch and a rate of 4000 FPM descent noted. I took control of the aircraft and disconnected the autoplt. I started a gradual pitch up to decrease the rate of descent. Upon recovering the aircraft in the descent an avionics warning on the cwp was noted. I noted a yellow GS flag on my eadi. I continued with the pitch up and decrease in descent rate. Once aircraft was stable I xferred the controls back to the first officer and notified ATC that we would need to go around. At that point we received a stall warning shaker and pusher. I took control of the aircraft and noted that my airspeed was indicating 120 KTS. I started with the stall recovery procedures; power was set to maximum. No other confign changes. I started to climb again in the stall recovery when a second stall warning was noted. I lowered the nose and continued with the stall recovery procedures. I leveled the aircraft off at approximately 1700 ft and allowed the airspeed to increase past 160 KTS. I began to climb up to 3000 ft. I then started to clean up the aircraft gear retracted up. We received a too low flaps and too low gear warning. We continued to climb and requested to maintain visual conditions and vectors to the airport. After we climbed to 3000 ft and confirmed that we had control of the aircraft; vectors were given for the visual. ATC notified us that they had declared a level 2 emergency and trucks would be available on landing. On our visual approach the autoplt remained off. On final approach we started to receive erratic GS indications. Visual approach to landing made without further incident.

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Original NASA ASRS Text

Title: SAAB 340 AUTOPILOT PITCHED DOWN ON FINAL APCH. RATE OF DESCENT WAS ARRESTED AFTER AUTOPILOT WAS DISCONNECTED. A STALL WARNING RESULTED AND A GAR WAS INITIATED BY THE FLT CREW.

Narrative: UPON APCH INTO ZZZ ON THE ILS; WE WERE CLRED FOR THE APCH AND CLRED TO LAND. WE WERE ASSIGNED TO MAINTAIN A SPD OF 180 KTS UNTIL XXXXX AND AN ALT OF 4000 FT. DSCNT AND APCH CHK WERE COMPLETE WITH A POSITIVE ID ON THE LOC FREQ. WE BROKE OUT OF THE CLOUDS AT 4000 FT AND APPROX 1 MI FROM XXXXX. THE FO WAS FLYING WITH THE AUTOPLT ON AND THE LOC ALIVE AND CAPTURED. WE WERE SHOWING THAT WE WERE HIGH ON THE GS; 2 DOTS HIGH. WE CONFIGURED THE ACFT WITH GEAR DOWN AND CONDITION LEVERS MAX. ACFT SPD WAS SLOWING TO 160 KTS WHEN THE ACFT MADE A NOSE DOWN PITCH AND A RATE OF 4000 FPM DSCNT NOTED. I TOOK CTL OF THE ACFT AND DISCONNECTED THE AUTOPLT. I STARTED A GRADUAL PITCH UP TO DECREASE THE RATE OF DSCNT. UPON RECOVERING THE ACFT IN THE DSCNT AN AVIONICS WARNING ON THE CWP WAS NOTED. I NOTED A YELLOW GS FLAG ON MY EADI. I CONTINUED WITH THE PITCH UP AND DECREASE IN DSCNT RATE. ONCE ACFT WAS STABLE I XFERRED THE CTLS BACK TO THE FO AND NOTIFIED ATC THAT WE WOULD NEED TO GO AROUND. AT THAT POINT WE RECEIVED A STALL WARNING SHAKER AND PUSHER. I TOOK CTL OF THE ACFT AND NOTED THAT MY AIRSPD WAS INDICATING 120 KTS. I STARTED WITH THE STALL RECOVERY PROCS; PWR WAS SET TO MAX. NO OTHER CONFIGN CHANGES. I STARTED TO CLB AGAIN IN THE STALL RECOVERY WHEN A SECOND STALL WARNING WAS NOTED. I LOWERED THE NOSE AND CONTINUED WITH THE STALL RECOVERY PROCS. I LEVELED THE ACFT OFF AT APPROX 1700 FT AND ALLOWED THE AIRSPD TO INCREASE PAST 160 KTS. I BEGAN TO CLB UP TO 3000 FT. I THEN STARTED TO CLEAN UP THE ACFT GEAR RETRACTED UP. WE RECEIVED A TOO LOW FLAPS AND TOO LOW GEAR WARNING. WE CONTINUED TO CLB AND REQUESTED TO MAINTAIN VISUAL CONDITIONS AND VECTORS TO THE ARPT. AFTER WE CLBED TO 3000 FT AND CONFIRMED THAT WE HAD CTL OF THE ACFT; VECTORS WERE GIVEN FOR THE VISUAL. ATC NOTIFIED US THAT THEY HAD DECLARED A LEVEL 2 EMER AND TRUCKS WOULD BE AVAILABLE ON LNDG. ON OUR VISUAL APCH THE AUTOPLT REMAINED OFF. ON FINAL APCH WE STARTED TO RECEIVE ERRATIC GS INDICATIONS. VISUAL APCH TO LNDG MADE WITHOUT FURTHER INCIDENT.

Data retrieved from NASA's ASRS site as of January 2009 and automatically converted to unabbreviated mixed upper/lowercase text. This report is for informational purposes with no guarantee of accuracy. See NASA's ASRS site for official report.