Light Transport; High Wing; 2 Turboprop Eng
Flight Crew Air Transport Pilot (ATP)
Situational Awareness
Deviation - Speed All Types; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Weather / Turbulence
Flight Crew Became Reoriented
Human Factors; Weather
I was the pilot flying. We had been cleared direct to the FAI airport.  We had light ice visible on the wings so I had briefed solid bug and Ref Speeds ON. We were then cleared for a visual approach to runway 20R. Establishing downwind leg I asked the Captain (CA) to help call base and final turns as I could not see the runway very well in the left hand pattern.  The surface winds were reported light. At our altitude; 2500 ft; they were stronger and from the East.  Captain advised that I was too tight in the pattern so I selected an easterly correction. I called for flaps 5 and then gear down about 190 kias.  CA said I was still too tight; the wind was blowing me toward the runway in the pattern.  I made another correction right.  Instead of extending the downwind; CA suggested that a 90/270 turn would give me better spacing.  I disengaged the autopilot; made a 90 degree right turn.  I then entered the left turn back toward the runway; reduced power to begin descent.  Airspeed was about 170 kias. Aware of the hills and mine I then looked out the window for the airport environment/runway and preparing to call flaps 15 and judge my position. The stick shaker came on.I advanced full power leveled the wings and lowered the nose.  When I had regained airspeed and a level attitude; I reduced power and called for flaps 15.  At this point the trim was way off.  The stick shaker came on a second time.  Again I went to full power; level wings and nose down.  CA called 'my airplane.'
Twin engine turboprop First Officer reported twice receiving a stick shaker when the speed was allowed to drop too low on a visual approach to FAI.