When the Cirrus first appeared 25 years ago, one of its safety features was a split-incidence, stall resistant wing. Yet the airplane still has a stall accident pattern and one that has a twist: Many of the stalls occur on go-arounds.
3 point landings are great when flying a tail wheel craft, but, how stupid is a 3 point in a tri gear craft!!!
My instructor said (back in '58) “never land an aircraft when it still has flying speed”.
He also said “people who make wheel landings lack the skill for a 3 point”.
I can’t help thinking of that every time I see someone landing a T6- P51 etc.
I made sure of that while instructing in a T6.
I find it absolutely shocking that if you are high on the approach and your instructor mentions it, that some pilots add power! How does that get into a pilot’s habit??? I would hope the instructor would ask, “okay, now what made you do that?” and we get some data on the responses… Because, I have NO idea why anyone would do that…
It may be true that stall incidents have some relation to faster speeds on approach, but higher speeds require less angle of attack to produce the same amount of lift. And stalls are related only to angle of attack. That said, since early in my flying career I began flying stabilized approaches, pulling power to idle only right before touch down. This soon after finishing Bill Kershner’s stall recovery course in Sewanee, TN. He didn’t suggest doing that, but it seems natural.
Dead stick.
Practice, practice, practice.
You’re welcome. 
There is plenty of evidence that adding “devices” and “aerodynamic aids” to mitigate stalls has not eliminated the basic problem. If you find yourself in an unwanted stall, you’ve already ignored instruments and passed through the point where aero aids help. That means that AOA’s are a bit pointless since all the other instruments have already been ignored and training was forgotten. Congratulations, you’re a passenger.