Regional Jet 200 ER/LR (CRJ200)
Flight Crew Air Transport Pilot (ATP)
Workload; Training / Qualification
Deviation - Speed All Types; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Unstabilized Approach; Inflight Event / Encounter Weather / Turbulence
Flight Crew Became Reoriented; Flight Crew Executed Go Around / Missed Approach
Human Factors
We were assigned a direct clearance to [destination] and assigned to maintain 4000 feet. The AWOS led us to believe we would break out of the clouds at approximately 6000. Wing and cowl ant-ice was turned on since the probes were detecting ice. In order to maintain the N2 green arc; the flight spoilers were deployed and the thrust levers were advanced to manage airspeed and provide adequate bleed air.We advised ATC that the field was not in sight and were then told to maintain 3500 until established on any portion of an approach. I proceeded to make a turn to the FAF.I called for configuration of the aircraft and soon after making the turn; we soon acquired the runway once reaching 3500. When I called for flaps 45; I noticed the red airspeed tape was near the final bugged Vref straight in speed.I increased thrust but the stick shaker momentarily activated. I increased power; slightly decreased angle of attack; and retracted spoilers and the aircraft immediately left the undesirable state. However; we were high on approach and we elected to go around for another attempt which we completed without incident.The root cause of this event is my relative inexperience in getting in extremely high workload situations while flying a jet. I was somewhat surprised by ATC instructions as I'd never heard them like this before. I normally keep my hand on spoilers when they're out but because things got so busy near the end; combined with gusty winds and poorer than expected conditions especially due to icing; I forgot about them. I noticed the final Vref speed was within the red stall tape and this initially confused me. I added thrust but caught the spoilers too late.We should have requested the ILS from ATC earlier in the flight in order to decrease workload. I must always remember that as pilot flying I must aviate first then navigate.
CRJ-200 FO reported executing a go-around after an unstabilized approach that included getting a stick shaker stall warning since the speedbrakes were left extended with flaps out.