Regional Jet 200 ER/LR (CRJ200)
Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP)
Flight Crew Last 90 Days 120
Time Pressure; Situational Awareness; Distraction; Workload
Deviation - Speed All Types; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Unstabilized Approach
Flight Crew FLC complied w / Automation / Advisory
Human Factors
On left base for visual Runway (RWY) XX; slowing to full configuration and turning final; flaps were extended to 45 degrees while flight spoilers where deployed at 1;500 feet. Speed trend vector was decreasing although thrust setting was at expected thrust setting for approach. Captain called for increased power and crew realized that the flight spoilers were not fully retracted while turning final. The aircraft speed was approx. 150 knots which was below the SOP maneuvering speed of ref + 17 knots with spoilers deployed. At this time the stick shaker activated for approx. 2 seconds and the angle of attack was lowered. The flight spoilers were immediately retracted and the stick shaker stopped. Continued to join the localizer and were on a stabilized approach by 1;000 feet and landed without any incident.While slowing to configure for final approach; Pilot Flying (PF) believed the flight spoilers were fully retracted and called for flaps 8 and 20 at 200 knots. Then the call for gear down and flaps 30 at 180 knots. PF was approaching the localizer course; called flaps 45 at 160 knots. To reduce automation workload the autopilot was disconnected and was preparing to make a left turn to intercept the localizer and glide slope. The stick shaker activated at this time because the flight computer detected a pending stall with the flight spoilers deployed. Immediately after the flight spoilers were fully retracted; the stick shaker stopped and the aircraft was on speed with flaps at 45 degrees. A left turn was made intercepting the localizer and the aircraft was on a stable approach by 1;000 feet.ATC gave direct to the final approach fix for the visual to RWY XX while still descending out of 6;000 and needing to slow to configure for landing. PF could have anticipated needing more distance to reduce airspeed; possibly without flight spoilers; and fully configure the aircraft by 3 miles of the final approach fix by descending sooner and leveling off earlier. This would have reduced pilot workload and automation management allowing for a more thorough scan of the aircraft and its systems before deploying flaps and slowing to final approach speed.
Air Carrier Flight Crew reported the stick shaker activated on approach. The crew reconfigured the aircraft and continued on a stabilized approach.