EMB ERJ 170/175 ER/LR
Situational Awareness; Confusion
Deviation - Speed All Types; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter CFTT / CFIT; Inflight Event / Encounter Weather / Turbulence
Air Traffic Control Issued Advisory / Alert; Air Traffic Control Issued New Clearance; Flight Crew Took Evasive Action; Flight Crew Became Reoriented
Human Factors; Weather
Everything was going smoothly till the last part of the flight. I the First Officer was pilot flying (PF) the captain the pilot not flying (PNF). We were descending on our way set up for the ILS. As we descended through some the clouds mixed with rain we got a message indicating ice. Shortly after getting out of the clouds and rain we got a yellow caution message indicating the left anti ice failed. The captain turned the radios over to me along with the PF duties so he could go into the QRH. Shortly after this point we were cleared for the approach and I had set up LNAV and VNAV to the FAF. As we were approaching about seven miles out of the east the captain came back on after completing the QRH. I started to call for configuration; I asked for flaps 1. He noticed the radar showed red over the FAF and told me to turn to the left so that we would intercept inside the FAF. I turned about 10 degrees to the left in HDG mode. I continued our descent to what looked like it would be the altitude for the intercept for the ILS based on the PFD glide slope. As we were doing this I called for flaps 2; then flaps 3. Sometime at this point I also disconnected the autopilot with the auto throttles still engaged so that I could level off to maintain the altitude for the intercept. The tower called about this same time and gave us an altitude alert and said we should be at the same altitude as the FAF. Also about this same point the audio came on and said landing gear. Looking down I noticed the PNF had selected flaps 4. Also about this same time we both noticed the airspeed got slow. I added power to try and stabilize it; it wasn't enough and we got the stick shaker. I immediately called for a go-around and went max thrust turning towards the airport. We let ATC know and was given a heading to fly and we climbed to 4000 feet while cleaning up. After flaps were set for two the captain switched controls. We got the automation back on. [Another air carrier]; who was behind us did one of two things; they either went around as well; or stated they couldn't do the approach and broke it off as well. The airport switched us around and told us to expect ILS 1L; so we set up for that; got landing numbers; added some extra for the gust factor; and landed safely. Shortly after we had landed and [the other aircraft] landed I heard the tower changing the runway again with the wind shift. Suggestions: Things that would have changed the outcome: [We could have chosen] to not accept the approach; or broken it off when we couldn't go to the FAF due to weather. Having a runway closed that has been down almost a month gave us less options as well. Obviously better monitoring of the airspeed and flap selection would have helped alleviate the issue.
ERJ-175 First Officer reported deviating from charted approach altitude and experiencing a stick shaker in icing conditions with a partial failure of the anti-ice system. ATC issued a low altitude alert.